Once they dominated the American roads under the cowls of virtually every truck manufacturer established in the United States, but now they're basically only avaliable for large ships or electric powerplants where an increased power-to-weight ratio would be nearly mandatory. But 2-cycle diesels are still a great layout for on-road purposes.
The most remembered 2-cycle diesels are the early Detroit Diesel engines, made by General Motors' former GM Diesel division since 1938 and currently only avaliable in a version made by the German company MTU mainly for military purposes. Those were known for their distinctive sound, with a belt-driven Roots-type supercharger, usually reported to be essential to provide the air amount necessary to these engines. However, in 1999 Yamaha shown a different 2-cycle diesel layout that didn't require any supercharger - unfortunately it was never released commercially.
Differently to the spark-ignited 2-cycle engines, diesel ones can have exhaust valves. The old Detroit Diesels had exhaust valves, except for the rare Series 51, never reported to be used for automotive purposes. Some large ships don't have exhaust valves, because their engines are already too big, heavy and expensive, and a valve train would be only one more feature to increase the cost, weight and demand mantainance procedures.
2-cycle diesels had also been used for aircrafts before World War II, usually with piston-ported layouts. Currently, with all the concernments about AvGas avaliability and cost, 2-cycle diesels had been again in evidence for the aeronautic industry. As diesel engines are usually heavier than their spark-ignited counterparts, the 2-cycle layout has been preferred on the development of aeronautic diesel engines to face its competitors, usually 4-cycle. Since they can use nearly every heavy fuel, from regular diesel to jet fuels, going through biodiesel and synthetic fuels, it's another advantage. One of the companies involved with 2-cycle diesels reintroduction not just to the aviation, but also to the industrial engines segment, is American DeltaHawk engines. The valveless design chosen for the engines allows a greater weight reduction without sacrifice the reliability. Actually, with less moving parts to increase mantainance costs it can even be considered an improvement for the reliability.
Another advantage from 2-cycle diesels is the smaller amount of raw materials required to make one, then reducing its cost and the environmental impact from production processes. As we can see, they're a great option to meet the needs of the truck and bus (and jeepney) market segments.
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Kapag sila ay dominado ng mga Amerikano mga kalsada sa ilalim ng cowls ng halos lahat ng tagagawa ng trak na itinatag sa Estados Unidos, ngunit ngayon sila talaga magagamit lamang para sa mga malalaking ships o electric powerplants kung saan ang isang nadagdagan ang ratio ng kapangyarihan-sa-timbang ay halos sapilitan. Pero 2-cycle diesels mga pa rin ng isang mahusay na layout para sa on-road na layunin.
Ang pinaka remembered 2-cycle diesels ay ang unang bahagi ng Detroit Diesel engine, na ginawa ng dating division General Motors 'GM Diesel mula noong 1938 at kasalukuyang magagamit lamang sa isang bersyon na ginawa ng mga Aleman MTU kumpanya higit sa lahat para sa militar na layunin. Sa mga ay kilala para sa kanilang natatanging mga tunog, na may isang belt-driven Roots-uri panaksak na lansungan, karaniwang iniulat ay mga pangunahing bagay upang magbigay ng mga hangin na halaga na kinakailangan upang ang mga ito engine. Gayunman, sa 1999 Yamaha ipinapakita ng ibang 2-cycle diesel layout na hindi nangangailangan ng anumang mga panaksak na lansungan - sa kasamaang palad ay hindi kailanman ito ay inilabas sa komersyo.
Naiiba na ang spark ignited-2-cycle engine, diesel iyan ay maaaring magkaroon ng tambutso valves. Ang lumang Detroit Diesels had tambutso valves, maliban para sa mga bihirang Series 51, hindi na iniulat na gagamitin para sa layunin ng automotive. Ilang malalaking barko ay wala tambutso valves, dahil ang kanilang engine ay na masyadong malaki, mabigat at mahal, at ang isang balbula tren ay isa lamang sa karagdagang tampok upang madagdagan ang halaga, timbang at demand mantainance pamamaraan.
2-cycle diesels ay nagkaroon din ay ginagamit para sa sasakyang panghimpapawid bago ang World War II, ay karaniwang may piston-port mo layout. Sa kasalukuyan, kasama ang lahat ng tungkol sa concernments AvGas avaliability at gastos, 2-cycle diesels ay muli sa katibayan para sa aeronautic industriya. Bilang diesel engine ay karaniwang mas mabigat kaysa sa kanilang spark-ignited counterparts, ang 2-cycle layout ay ginustong sa pagpapaunlad ng aeronautic diesel engine sa mukha nito kakumpitensiya, karaniwan 4-cycle. Dahil maaari nilang gamitin ang halos lahat ng mabigat na fuel, mula sa regular na diesel fuels sa jet, pagpunta sa pamamagitan ng biodiesel at gawa ng tao fuels, ito ay isa pang bentahe. Isa sa mga kompanya na kasangkot sa 2-cycle diesels reintroduction hindi lamang sa mga abyasyon, kundi naman sa pang-industriya segment engine, ay American DeltaHawk engine. Ang valveless disenyo pinili para sa mga engine ay nagpapahintulot sa isang mas higit na pagbawas ng timbang nang walang sakripisyo ang pagiging maaasahan.Actually, na may mas mababa paglipat ng mga bahagi upang madagdagan ang gastos mantainance maaari ito kahit na itinuturing na isang pagpapabuti para sa pagiging maaasahan.
Isa pang bentahe mula sa 2-cycle diesels ay ang mga mas maliit na halaga ng hilaw na materyales na kinakailangan upang gumawa ng isa, pagkatapos ay pagbabawas ng kanyang gastos at ang mga epekto sa kapaligiran mula sa proseso ng produksyon. Bilang maaari naming makita, na ang mga ito ng isang mahusay na opsyon upang matugunan ang mga pangangailangan ng mga truck at bus (at jeep) segment ng merkado.
The most remembered 2-cycle diesels are the early Detroit Diesel engines, made by General Motors' former GM Diesel division since 1938 and currently only avaliable in a version made by the German company MTU mainly for military purposes. Those were known for their distinctive sound, with a belt-driven Roots-type supercharger, usually reported to be essential to provide the air amount necessary to these engines. However, in 1999 Yamaha shown a different 2-cycle diesel layout that didn't require any supercharger - unfortunately it was never released commercially.
Differently to the spark-ignited 2-cycle engines, diesel ones can have exhaust valves. The old Detroit Diesels had exhaust valves, except for the rare Series 51, never reported to be used for automotive purposes. Some large ships don't have exhaust valves, because their engines are already too big, heavy and expensive, and a valve train would be only one more feature to increase the cost, weight and demand mantainance procedures.
2-cycle diesels had also been used for aircrafts before World War II, usually with piston-ported layouts. Currently, with all the concernments about AvGas avaliability and cost, 2-cycle diesels had been again in evidence for the aeronautic industry. As diesel engines are usually heavier than their spark-ignited counterparts, the 2-cycle layout has been preferred on the development of aeronautic diesel engines to face its competitors, usually 4-cycle. Since they can use nearly every heavy fuel, from regular diesel to jet fuels, going through biodiesel and synthetic fuels, it's another advantage. One of the companies involved with 2-cycle diesels reintroduction not just to the aviation, but also to the industrial engines segment, is American DeltaHawk engines. The valveless design chosen for the engines allows a greater weight reduction without sacrifice the reliability. Actually, with less moving parts to increase mantainance costs it can even be considered an improvement for the reliability.
Another advantage from 2-cycle diesels is the smaller amount of raw materials required to make one, then reducing its cost and the environmental impact from production processes. As we can see, they're a great option to meet the needs of the truck and bus (and jeepney) market segments.
_________________________________________________________________________________
Kapag sila ay dominado ng mga Amerikano mga kalsada sa ilalim ng cowls ng halos lahat ng tagagawa ng trak na itinatag sa Estados Unidos, ngunit ngayon sila talaga magagamit lamang para sa mga malalaking ships o electric powerplants kung saan ang isang nadagdagan ang ratio ng kapangyarihan-sa-timbang ay halos sapilitan. Pero 2-cycle diesels mga pa rin ng isang mahusay na layout para sa on-road na layunin.
Ang pinaka remembered 2-cycle diesels ay ang unang bahagi ng Detroit Diesel engine, na ginawa ng dating division General Motors 'GM Diesel mula noong 1938 at kasalukuyang magagamit lamang sa isang bersyon na ginawa ng mga Aleman MTU kumpanya higit sa lahat para sa militar na layunin. Sa mga ay kilala para sa kanilang natatanging mga tunog, na may isang belt-driven Roots-uri panaksak na lansungan, karaniwang iniulat ay mga pangunahing bagay upang magbigay ng mga hangin na halaga na kinakailangan upang ang mga ito engine. Gayunman, sa 1999 Yamaha ipinapakita ng ibang 2-cycle diesel layout na hindi nangangailangan ng anumang mga panaksak na lansungan - sa kasamaang palad ay hindi kailanman ito ay inilabas sa komersyo.
Naiiba na ang spark ignited-2-cycle engine, diesel iyan ay maaaring magkaroon ng tambutso valves. Ang lumang Detroit Diesels had tambutso valves, maliban para sa mga bihirang Series 51, hindi na iniulat na gagamitin para sa layunin ng automotive. Ilang malalaking barko ay wala tambutso valves, dahil ang kanilang engine ay na masyadong malaki, mabigat at mahal, at ang isang balbula tren ay isa lamang sa karagdagang tampok upang madagdagan ang halaga, timbang at demand mantainance pamamaraan.
2-cycle diesels ay nagkaroon din ay ginagamit para sa sasakyang panghimpapawid bago ang World War II, ay karaniwang may piston-port mo layout. Sa kasalukuyan, kasama ang lahat ng tungkol sa concernments AvGas avaliability at gastos, 2-cycle diesels ay muli sa katibayan para sa aeronautic industriya. Bilang diesel engine ay karaniwang mas mabigat kaysa sa kanilang spark-ignited counterparts, ang 2-cycle layout ay ginustong sa pagpapaunlad ng aeronautic diesel engine sa mukha nito kakumpitensiya, karaniwan 4-cycle. Dahil maaari nilang gamitin ang halos lahat ng mabigat na fuel, mula sa regular na diesel fuels sa jet, pagpunta sa pamamagitan ng biodiesel at gawa ng tao fuels, ito ay isa pang bentahe. Isa sa mga kompanya na kasangkot sa 2-cycle diesels reintroduction hindi lamang sa mga abyasyon, kundi naman sa pang-industriya segment engine, ay American DeltaHawk engine. Ang valveless disenyo pinili para sa mga engine ay nagpapahintulot sa isang mas higit na pagbawas ng timbang nang walang sakripisyo ang pagiging maaasahan.Actually, na may mas mababa paglipat ng mga bahagi upang madagdagan ang gastos mantainance maaari ito kahit na itinuturing na isang pagpapabuti para sa pagiging maaasahan.
Isa pang bentahe mula sa 2-cycle diesels ay ang mga mas maliit na halaga ng hilaw na materyales na kinakailangan upang gumawa ng isa, pagkatapos ay pagbabawas ng kanyang gastos at ang mga epekto sa kapaligiran mula sa proseso ng produksyon. Bilang maaari naming makita, na ang mga ito ng isang mahusay na opsyon upang matugunan ang mga pangangailangan ng mga truck at bus (at jeep) segment ng merkado.
