We've talked about other diesel engine serial numbers before, but this information is vital to finding the right parts for your engine. Because of the inconsistency from manufacturers, just knowing your engine model isn't enough. It could result in wrong parts because of any special features on your engine. Providing your ESN can help prevent these mistakes.
Detroit Dd15 Engine Serial Number 19
That's why we ask for your engine serial number when you call us. We want to provide you with the best service possible, and that includes getting you the right parts. Even if you order online, many pages will prompt you to input your ESN so we can double check that the parts will work on your engine.
Looking for parts for your Perkins engine? Grab your engine serial number and give a certified tech a call at 844-215-3406, or request a quote online. We'll help you find what you're looking for!
The engine data plate can be found on the front cover. The engine data plate contains the name of the manufacturer, the model of the engine, the engine serial number, and the arrangement number. The engine serial number may be found stamped into the engine block, located behind the compressor.
Spray and mixture formation in a compression ignition engine is of paramount importance for diesel combustion. In engine transient operation, when the load increases rapidly, the combustion system needs to handle low lambda (λ) operation while avoiding high particle emissions. Single cylinder tests were performed to evaluate the effect of differences in cylinder flow on combustion and emissions at typical low λ transient operation. The tests were performed on a heavy duty single cylinder test engine with Lotus Active Valve Train (AVT) controlling the inlet airflow. The required swirl number (SN) and tumble were controlled by applying different inlet valve profiles and opening either both inlet valves or only one or the other. The operating point of interest was extracted from engine transient conditions before the boost pressure was increased and investigated further at steady state conditions. The AVT enabled the resulting SN to be controlled at bottom dead centre (BDC) from 0.3 to 6.8 and tumble from 0.5 to 4. The fuel injection pressure was varied from 500 bar up to 2000 bar, with increments of 500 bar, for each SN and tumble setting. No exhaust gas recirculation was used in following tests. GT-POWER was used to calculate SN, tumble, and turbulent intensity with the different valve settings. The input data for the GT-POWER flow calculations were measured in a steady-state flow rig with honeycomb torque measurement.
Optical engine studies were therefore performed on a heavy-duty engine geometry at different fuel injection pressures and inlet airflow characteristics. By applying different inlet port designs and valve seat masking, swirl and tumble were varied. In the engine tests, swirl number was varied from 2.3 to 6.3 and the injection pressure from 500 to 2500 bar. To measure the in-cylinder flow around TDC, particle image velocimetry software was used to evaluate combustion pictures. The pictures were taken in an optical engine using a digital high-speed camera. Clouds of glowing soot particles were captured by the camera and traced with particle image velocimetry software. The velocity-vector field from the pictures was thereby extracted and a mean swirl number was calculated. The swirl number was then compared with 1D simulation program GT-POWER and CFD based correlations. The GT-POWER simulations and CFD based correlation calculations were initiated from steady-state flow bench data on tested cylinder heads. 2ff7e9595c
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