Military Review

Keep power: the tasks of the military engine

27

Marines after eliminating oil leaks install a Caterpillar C7 engine on a Stryker machine


Recent conflicts that required more substantial protection for armored vehicles, as well as the emergence of more efficient but heavier onboard systems, had a direct impact on engine production. It is worth looking at how some manufacturers respond to such requests.

The modes of operation of the engines of military vehicles differ significantly from the modes of operation of their commercial counterparts. The latter, as a rule, are used more frequently, since such vehicles, such as a car or a bus, are used daily by their owners, sometimes for hours at a time, stopping many times and starting to move around in cities or moving monotonously along motorways.

Military vehicles, especially such heavy categories as Tanks, self-propelled howitzers and larger BMPs and armored personnel carriers, are used only during exercises or during deployment and therefore they need a sharp increase in speed and good off-road patency over rough terrain or sand, which requires significantly more power.

Military engines must also have the ability to work on slopes, run without preheating and run on alternative fuels. They also need special air filtration systems that have undergone rigorous tests that would allow engines to work in any desert in the world.

Another specific military requirement is to increase radiation resistance in order to protect electronics from an atomic explosion, which was a famous requirement of the Cold War, when it was assumed that military units of armored vehicles could survive the attack and continue to fight in post-nuclear space.

Mobility issues

Today, the most pressing issue is mobility, since in recent years, due to the installation of additional protection systems, equipment and sensors, the mass of heavy armored combat vehicles has significantly increased. As a result, the requirements for military engines provide for a certain specific power or horsepower per ton. According to Cummins commercial director (a renowned diesel engine manufacturer) Nigel Cheeseman, by and large, approximately 25 hp are needed. per ton.

"Machine manufacturers will choose the engine based on the requirements for torque and power, and this is not necessarily the largest engine available - the tonnage of the machine will meet the need for power and then they [manufacturers], starting from this, will be able to make the choice of the necessary engine" .

However, the more power the engine generates, the more expensive it is, and therefore machine manufacturers, along with power, never for a moment forget about economic efficiency.

Chizman said there are two ways to increase power: re-adjusting existing engines and installing a new engine.

“As a rule, manufacturers took the standard engine, but nowadays the machines have a large carrying capacity and therefore they need more power. But it is clear that the military would like to leave the same engine, since it reduces installation and maintenance costs to a minimum. All hardware and installation remain the same, but the electronics or software in the engine is changed to get more power, ”he said.

“Everything consists in different working conditions in a typical civil automotive environment and in military conditions. Military equipment is used much less frequently, that is, it allows us to move barriers or some technical limitations. If the engine does not operate at full capacity for a long time, then you can improve certain parameters in the engine. "

“What we need to do is create a new torque curve that is programmed electronically. Adjustment is essentially a torque curve. Engineers generally adjust to get more power; it is based on the working cycles of the military transport system and the analysis tools we use. In general, there is already enough potential engine refinement. "

Modernization of BMP WARRIOR

Over the past decade, the mass of the tracked BMP Warrior of the British Army has increased significantly, and in this regard, the question of upgrading this machine has become acute. The Warrior power unit has not yet been modernized, and Caterpillar is working with the British Department of Defense on this. At the moment, an eight-cylinder hp 550 engine is installed on the Warrior BMP.

Transmission is a mechanical system and. Consequently. prone to blocking, so there are plans to introduce an integrated controller and other improvements for the driver. An electronically controlled common fuel line may be installed, but this is a more difficult job. However, fuel pumps are also nearing the end of their service life, and replacing them will cost tens of thousands of pounds. In addition, there are problems with the obsolescence of the fire extinguishing system.

The cooling system also needs upgrading; A transition from an old, inefficient copper system to an aluminum one can increase efficiency by 15-20%.

Like the modernization of the American Bradley, the modernization of the BMP Warrior should be neutral, that is, there should be no changes for the machine itself or they should be minimal. In order to increase power, an improved fuel pump and turbocharger will be introduced; in this case, the power will increase by 100 hp compared to what is now. This will allow the platform to return after increasing its mass (from 25 tons to more than 30 tons) to its initial mobility characteristics.

The exhaust system will receive additional protection, such as insulation with a decrease in the number of "hot spots", which will help maintain thermal efficiency. The cooling system is also being finalized; Caterpillar manufactures experimental power units for testing as part of the WSCP (Warrior Capability Sustainment Program) program. These tests will go through the entire 2016 year before the final decision is made.

It is also scheduled to implement a program to extend the life of the British Army Challenger XBT Challenger in order to return to its original levels of mobility. Work on the WSCP program will be included in the program to extend the life of the Challenger 2, which is still to begin. As expected, it will include installation of a common fuel line, aimed at combating the obsolescence of the fuel pump and reducing fuel consumption, increasing the power of the 2-cylinder engine, improving the exhaust system, cold start, etc.

Oldies update

Cases of operation of cars quite long time, thirty, forty and more years are not rare. Here there is a need for restoration or overhaul, within the framework of which the question of what to do with the engine will certainly arise. In this case, the existing engine can either undergo a complete restoration, or a new one can be installed. On some older machines, engine replacement is not possible, since they are no longer manufactured.

Chizman said that a similar engine could be provided, “it is unlikely that it will be the same in terms of installation, but it can be as close as possible to the original, with minimal changes in installation. In this case, some additional piping system or additional brackets or connection points may be needed, but it should be installed in the machine with minimal technical changes. ”

In addition to adjusting the engine. may change the "iron" in order to obtain greater power. and this is achieved mainly by modifying the turbocharger and upgrading the piping system, pipes, exhaust nipples and other secondary parts.

“Another system that needs refinement is the filtering system,” continued Cheeseman. “Since the military Cummins models are, first of all, work on JP-8 fuel ... then we must provide a certain level of filtration.”

“We could change the engine filtration system to deal with the sulfur in the fuel and allow the engine to run on the JP-8. This is a matter of accessibility, as cars are often parked in aviation hangars or near aircraft, where there is JP-8 fuel, so it is also necessary that the machines can work on it. "

Keep power: the tasks of the military engine

The MTU 890 series engine is mounted on a Puma German Army BMP

Big business

BMPs are a significant part of the Cummins business, in particular, this applies to ISBe 6.7l and ISL 9l engines (HP 185-450).

The company said that “the 6.7l engine is popular in the automotive and construction markets, but this is one of those main engines that we have redesigned for military use. On most BBMs with Cummins engines, there is either an ISBe 6.7l engine or an ISL 9l engine. The first one is available with power up to 360 hp. "

“Modernization of engine components allows us to meet military requirements, for example, it is adjustment of filters for military fuel. In some cases, we were able to simplify engine technology and eliminate exhaust gas recirculation.

Cummins also offers its V903 engine (525-675 hp) with a volume of 14,8 liters, which since 80-s has been installed on the Bradley infantry fighting system of the British Army. The preferred business model for the company is to offer more performance enhancements to existing engines, rather than performing an expensive replacement procedure.

The idea behind this strategy is that, in field conditions, mechanics and mechanics continue to work with the engines with which they are familiar, so in this case a smaller amount of training is required, in addition, the supply of spare parts and tools has also been debugged. For more than thirty years of the life of the machine, this will significantly save. Cummins constantly offers upgrades to its products, and the V903 engine has not bypassed this process. In order to meet the requirements of increasing power, he received additional components of the electronic adjustment, a modified fuel system and several variants of turbocharging.

Another world-famous engine manufacturer, MTU, does not consider the engine as a separate product. Its concept is to supply the engine as part of a whole propulsion complex (or power unit), which includes transmission, cooling, air filtration, exhaust system. In fact, the manufacturer of the machine, using several quick disconnects, should simply connect the power unit with the fuel, coolant, oil and electrical wiring, and then the machine can already move.

MTU has developed engines for various heavy machines by weight, and these are 55 tons and more. These include MBT, self-propelled howitzers and large BMP. Fighting vehicles weighing less than 20-40 tons fall into the middle category by weight.

Engine Upgrades V903

Although the Cummins V903 engine is installed in the American Army’s Bradley combat vehicle, its engine compartment is relatively small. This means that there is relatively little room for changing engine components or replacing it with a larger engine.

Therefore, in order. To obtain the necessary power, some upgrades were carried out in the existing volume; This affected the cooling system and other components.

Cummins has raised the power of the VTA903E engine with 600 and 660 HP up to standard power 675 hp (received the designation VTA903E-T675) using components from the second option.

This upgrade was first implemented in the program for the M109A7 self-propelled howitzer, but as far as possible it is identical to the previous version of the M109 howitzer engine. The modified VTA903E-T675 engine is also slated for installation on an upgraded version of the Bradley ECP2 BMP.
Current machines on which the V903 engine is installed:
• armored earth-moving machine M9ACE (Armored Combat Earthmover) power 295 hp;
• amphibious-tracked amphibious vehicle Amphibious Assault Vehicle (AAV7A1) hp 400;
• amphibious tracked amphibious vehicle Amphibious Assault Vehicle (AAV7A1 RAM / RS) hp 525;
• MLRS M270 power 500 hp;
• MLRS M270 power 600 hp;
• MLNO M270A1 with HP 600 power. with Centry fuel control;
• BMP Bradley M2A2 horsepower 600;
• Bradley M3A2 intelligence machine with 600 horsepower;
• BMP Bradley M2A3 horsepower 600;
• Bradley M3A3 intelligence machine with 600 horsepower;
• self-propelled 155-mm howitzer AS90 with power 660 hp; and
• 155 self-propelled howitzer Paladin Improved Management with horsepower 675.

Heavy category

The head of the sales department at MTU, Giovanni Spadaro, said that in the difficult category there are only a few companies on the market that can provide the right engines.

“The situation with the current MBT fleet is such that during the development and manufacture of each tank it was intended to use its own unique engine of local development, but these engines were never installed on other machines in large quantities,” he explained.

However, the German tank Leopard 2 was exported on a large scale with an installed power unit from MTU based on the 870 series. Although the development of local engines, in particular in the Middle East and East Asia, continues, they are rather stimulated by a political desire to be independent in military technology rather than purely economic reasons, and here Mr. Spadaro is unsure whether this will result in promotion to foreign markets.

“Heavy tracked vehicles like MBT or howitzers need more power, so they need special military-type engines, such as our MTU 870, 880 or 890 engines,” he said.

As for wheeled vehicles, they differ significantly in that they have a mass limitation associated with the wheel configuration (approximately 35 tons) and therefore the requirements for maximum output power are approximately 800 hp. For this reason, modifications of the engines of trucks are usually installed on wheeled vehicles.

The 199 Series MTU engine is a ready-made commercial military solution that meets these requirements. Spadaro noted that his company never stopped investing in promising developments. The result was the 880 series engine, which is currently installed on the export version of the French Leclerc tank, the Korean K9 Thunder howitzer and the German PzH2000 self-propelled howitzer.

Can not compare?

Talking about new developments, Spadaro stated with complete confidence that the 880 series is “the most advanced engine for heavy tanks in the world” and that there is no comparable product here.

The 880 series was further refined by integrating a common-rail fuel injection system that enables the use of various injection electronics, which improves engine efficiency, leads to less fuel consumption and allows for more flexible engine control.

However, Spadaro sees a downward trend in engine sizes for future cars. In order to comply with this, MTU developed the 890 series, which he called not just an evolution, but a “revolution” regarding the weight and size and energy-consuming characteristics of the engine. The 890 engine is installed on the Puma BMP of the German army and has almost the same power with significantly smaller sizes, for example, when compared with models of the 880 series.

“We do not just provide the engine, but provide a complete propulsion system, including a transmission, an advanced starter-generator, installed between the engine and transmission, which produces 170 kW of power to drive the cooling system fans,” says Spadaro.

“From the volume that was allocated to us for the engine compartment, we filled almost 92% with components, that is, very little air around the power plant and everything is tightly packed in this volume. He passed the qualification and at the moment some of the machines are already in operation, and some are still in production. ”

The 880 engine is available in two configurations, the 8 and 12 cylinders. The first produces the same power 1000 hp, as the ten-cylinder 890 German BMP Puma. With regard to the size of the power unit, the 890 series engine takes approximately 70% of the equivalent volume of the power unit based on the 880 series engine.

As for engine speed, 880 runs on 2700-3000 rpm, and 890 series engines develop from 3800 to 4250 rpm. The 890 series engines have a more integrated design, pipelines and oil pumps are already built into the internal circuit of the engine itself.

Among other applicants, the 890 and 880 series engines were also considered for the US Army program on the Ground Combat Vehicle ground combat vehicle (before it was closed). In addition, the company MTU is not averse to participate in the new program for a promising combat vehicle Future Fighting Vehicle.

Electric drive

Due to its characteristics such as rotational speed, power and dimensions, the 890 series engines are also suitable for electric propulsion systems.

In a mechanically driven system, the power generated by the diesel engine is mechanically transmitted to the wheels or tracks through the gearbox. In electrically driven systems, a diesel engine is connected to a generator, which transforms the energy produced by the engine into an electric one. This electrical energy is used to drive one or more electric motors that drive a car and can also be used to supply onboard consumers.

However, Spadaro said that at present the demand for electric-powered cars is limited: “In our opinion, now customers are more likely to look for options with less risk due to time and budget constraints. Traditionally, the military business has always been a driving force in new technologies. Therefore, I believe that this is just a period that we need to go through due to financial difficulties. ”

The company offers complete power units based on the 890, 880 and 199 series. MTU EuroPowerPack, based on the 880 series, is a rear-wheel drive system for the prototype of the Turkish Altay tank, which combines the MT 883 MT engine with the Renk HSWL 295 TM transmission.

For the middle category, the company is also able to provide complete propulsion systems. However, this option is also not excluded: the manufacturer of the machine receives only the engine and the cooling system from the MTU company and manufactures the rest of the components itself or receives them from another supplier.

MTU also develops other engines for special military tasks. A very recent example: for the British Ajax reconnaissance vehicle (formerly Scout SV), the 199 series engine was selected. The basis for this engine is the engine for a truck, which was modified by MTU by military standards.

Component development

Honeywell supplies AGT1500 gas turbine engines for M1 Abrams tanks of the US Army. He, after the German tank Leopard, is one of the most successful Western tanks in the export market. According to the company, the AGT1500 engine is installed on Abrams tanks from the 1979 of the year, in which a total of more than 40 millions of miles have passed. The company also added that in the framework of the recent modernization program of the TIGER (Total Integrated Engine Revitalization) power plant, the aim of which was to reduce operating costs, 13% fuel savings were achieved compared to the previous engine version.

The company is constantly working to improve the engines, increasing their efficiency and power and reducing the size and weight. A company spokesman said that this is achieved through "modern heat-resistant materials, smaller gaps, improved aerodynamics and improved auxiliary cooling circuits."

Efficiency can be achieved by improving the fuel injection system, where the correct ratio of chemicals in the combustion chamber can be rewarded. He also said that optimization of the air-fuel mixture can be achieved through improved fuel atomization methods, improved combustion chamber designs and improved cooling schemes.

The company confirmed that since military machines are operated in adverse environmental conditions, air filtration is a "significant problem."

According to a company representative: “Proper maintenance of the air filtration system is imperative in order to ensure that the engine does not suffer from the absorption of sand and dust. All engine interfacing to the “outside world”, including suction and exhaust, cooling system, fuel system, controls, power supply, starters and air filtration, should be packaged in a single unit to ensure proper engine operation and its maximum efficiency. For gas turbine engines, modern computer-based fluid dynamics instruments are used to reduce inlet and outlet losses and improve the internal and external cooling circuits. ”



In October, 2015, the company Honeywell received a contract worth 20 million dollars from the US Army under the TIGER program to continue to supply parts for the engine AGT 1500

Major improvements

MTU takes the engine as a basis, adds turbochargers to increase power, introduces lubrication in the dry crankcase and other modifications to make the engine suitable for a finished military product. The company implemented a similar scheme on the new Ajax machine, the base of which is the General Dynamics ASCOD machine, which is in service with Spain and Austria. The 6V 199 engine is also installed on the GD Piranha V wheeled vehicle, which Denmark selected in April 2015.

Caterpillar engines are installed on the Stryker US Army and tactical cars and trucks, as well as on the tactical vehicles of the Marine Corps, which in total amounts to 95% of the entire wheeled vehicle fleet of the US armed forces. Also, the engines of this company are installed on armored vehicles of the British army.

The company installs its C9.3 diesel engine on the Singapore Technologies Kinetics Terrex 2 8xNNXX (Terrex 8 has an 1 hp engine) and offers the C450 engine for the Marine Corps ACV9.3 program. It has two power levels (1.1 hp for combat orders and 600 hp in other cases), between which the driver can switch.

According to a Honeywell representative, close cooperation between the engine supplier and the platform manufacturer is very important when installing the engine on the machine.

“The solutions are to optimize the intake and exhaust systems, integrate the control system and integrate with the transmission. Each machine has its own unique features regarding engine integration. ”

The company also noted that in addition to ensuring proper integration of all components in the engine, repair shops should have all the necessary spare parts to maintain the health and readiness of any machine. In October, 2015, the company Honeywell received a contract worth 20 million dollars from the US Army under the TIGER contract to continue to supply parts for the AGT 1500 engine.

The company is optimistic about the future and believes that the military engine market keeps afloat, despite financial difficulties. “Although military budgets for current and new developments are limited, heavy armored vehicles will remain an integral part of the armed forces for decades to come. In addition to new projects, there is still a huge number of heavy armored vehicles around the world that need new upgrades and major repairs. Funding for new development programs will be limited, which, as a result, will bring to the fore the modernization of existing machines and systems. ”

Materials used:
www.shephardmedia.com
www.cummins.com
www.mtu-online.com
www.honeywell.com
www.cat.com
www.wikipedia.org
27 comments
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  1. Wheel
    Wheel 21 January 2016 06: 51 New
    +3
    The style is some kind of advertising ... laughing laughing laughing
    1. Sweles
      Sweles 21 January 2016 11: 17 New
      +2
      much has been said about their engines, but what about ours, better or worse? civilians must be assumed worse, otherwise Mercs and Kamins would not have crawled onto our cars. And this situation does not strive for improvement; our engines are all kinds of their engines or with their configuration. Why is that so? And why can’t they create a Russian computer in any way? Someone needs this and those at the very top ...
      1. Amurets
        Amurets 21 January 2016 15: 40 New
        +3
        The topic is very complicated! Yes, the style is almost advertising, I agree. But we also have problems. The problems are that we have just begun to switch to 4 valve heads. Turbo-charging has just begun to be applied on army engines. Fuel equipment is rather cumbersome. This I’m writing not general phrases, but specifically I had to deal with the repair and maintenance of ICE. The author is right when he says that it is necessary to reduce the filter resistance, but on a civilian, electronically controlled injection pump systems are effective, but in the army, where the EURO norms do not apply, I would not go over l to these fuel supply systems, since they are less reliable. Sulfur in the fuel has a double meaning: on the one hand it is a harmful additive, on the other it is the lubrication of parts of the fuel-supplying equipment. There are many examples when, without the use of special lubricating additives to fuels and lubricants, the fuel equipment had a life of 10000 km . And lubricants are also needed of very high quality, especially oils, since they are not only used for lubrication but also for cooling parts of the CPG. There are many problems with materials. If for army ICEs, relatively few there’s a lot of high-quality materials. For the citizen, I won’t go into details. Over the past 25-30 engine powers have doubled: For diesel engines from 25hp / l to 5o and above, for gasoline from 50-55ls / l to 100-125ls / l . Who the specialist will understand what quality materials should be and in what quantities.
  2. Fox
    Fox 21 January 2016 07: 25 New
    0
    the question is: what do they put on a headband in helmets dviglo? is it fighting? or have it grown already?
    1. inkass_98
      inkass_98 21 January 2016 07: 31 New
      +6
      The issue of paying insurance, I suppose. Something will fall on the leg, and the insurance will say that the conditions of the policy are not met - and the mustache, heal for your own.
    2. DanSabaka
      DanSabaka 21 January 2016 08: 17 New
      0
      there are too many people, here is a helmet and is needed, so that you do not fight with your foreheads .....
    3. cth; fyn
      cth; fyn 21 January 2016 10: 45 New
      +3
      Instead of the usual orange helmet, TB. I have a belazist friend, so according to the requirements of TB, I must wear a helmet when leaving the car.
  3. inkass_98
    inkass_98 21 January 2016 07: 33 New
    +3
    We seem to be more concerned about the issues of our own engine building and the substitution of what we did not do before.
  4. KLV
    KLV 21 January 2016 09: 14 New
    +2
    I wonder why this aluminum cooling system is better than copper? In terms of heat capacity, copper and brass are much better than aluminum.
    1. gjv
      gjv 21 January 2016 12: 53 New
      +1
      Quote: KLV
      I wonder why this aluminum cooling system is better than copper? In terms of heat capacity, copper and brass are much better than aluminum.

      Just the same specific heat of copper 0,385 kJ / (kg · K) 2,3 times smaller specific heat of aluminum is 0,903 kJ / (kg · K). In this case, the same volume of pipes and radiators made of aluminum will be 3,3 times lighter copper. hi
      Another thing is that copper is about twice as strong as aluminum. However, this lends itself to strength calculations. And if aluminum strength is enough, then it is better to cool the cooling system. fellow
    2. Mavrikiy
      Mavrikiy 21 January 2016 18: 38 New
      +3
      KLV
      "I wonder why this aluminum cooling system is better than copper? In terms of heat capacity, copper and brass are much better than aluminum."
      Correctly. The copper cooling system is better than aluminum. Only here it is not heat capacity that matters, but the thermal conductivity, with which copper is all right. But then the economy comes into play: copper is expensive. aluminum is cheap. Here as a result of optimization it turns out - aluminum.

      By the way, heat capacity is a parameter for heating, and not for heat transfer, which is more important for cooling.
      1. Mavrikiy
        Mavrikiy 21 January 2016 18: 45 New
        +1
        gjv (3)
        The best cooling system is made of gold, in terms of parameters, and aluminum only from ECONOMY. Hello.
  5. doework
    doework 21 January 2016 10: 31 New
    +1
    The article is interesting, even if it is a bit like an advertisement .. but the fact that engine building, as the forefront of all mechanical engineering - an archival position - is understandable to anyone. Learn, study, study, and - do better!
    1. max702
      max702 21 January 2016 11: 39 New
      +2
      Yes exactly! it became interesting to me, for example Cummins also offers its V903 engine (525-675 hp) with a capacity of 14,8 liters, and our engine for BMP-3 UTD-29 500 l / s with a volume of 26.5 l and its turbocharged version of the UTD-32 660 l / s with the same 26.5 l. It turns out that the bourgeois remove 45.6 l / s from a liter, and we are 24.9 .. .. So ... the truth infa that they made on the basis of the UTD-32 version with 813l \ s but somehow it went quietly and not noticeably. with engines we always somehow didn’t really like that, we weren’t happy with temples, both powerful and economical, often put the omnivorousness of our engines as a plus, but this was reflected in the resource .. Alas, why can we build the best missile and aviation in the world the engine we somehow bypassed the internal combustion engines and have not achieved much success in this field .. This is especially true of civil engineering and it stands out as a complete failure the lack of a good diesel engine of small volume from 4.5-2l. UAZ and Gazelle are still equipped with GASOLINE engines !!! This alone leads to fierce economic inefficiency. in recent years, especially with the advent of the YaMZ-534 \ 536 family, shifts have been outlined in the middle segment of engines, but in the small range of 3.5-1.5 liters there has been no good engine .. What is this? Not a manufacturer interest? Or laziness of the customer? In the USSR, no one wanted to engage in such small things, and gasoline was "free" for users of this equipment, but now the situation is different! I see such a way out, I don’t need to reinvent the wheel, but to buy a license for a long time tested and used engine of this group, it’s darkness and Mercedes and Toyota and Nissan and others .. The Chinese produce such a range of engines, Brazilians, Mexicans and others .. And only here we have a failure .. Although the sales market for engines of this category is truly huge! This is all Gazelles, Oise, Niva .. Millions of units! But for some reason this is not interesting to anyone ..
      1. Amurets
        Amurets 21 January 2016 16: 12 New
        +2
        Quote: max702
        buy a license for a long time ago tested and used engine of this group

        Not everything is so simple. License is a license, but you also need equipment. Specifically production lines, but they are expensive. In July-August Stepashin showed in Barnaul a whole gamut of small and medium-capacity diesel engines. Stapashin said we will do it and that in a week, it seems, Stepashin was removed from the premieres and no one cared about these ICEs, while in 70-80 a whole range of new engines was being developed at the YaMZ; ZiLe; MMZ and in Barnaul at the AMZ. factory, entered AutoUral. Where are they? Were experienced Vases with diesel engines.
        1. max702
          max702 21 January 2016 20: 29 New
          +3
          Quote: Amurets
          Not so simple. Licensing with a license, but still need equipment. Specifically production lines, but they are expensive

          So I also meant purchase of a full cycle! You can buy old equipment, it’s not expensive! What do you think licensed engines in China and other countries do? And once again about the "expensive" a couple of three years ago, the Tatra plant was sold for a miserable 8.5 million \ dollars and this is with all the shops not sold by machines and most importantly with all the intellectual patent property! Bought ours? NO! Prosrali such an opportunity! In 2020, they discontinue production of “heliks” because of non-compliance with pedestrian protection standards (too square) .. Do you think they will buy? What the hell do we need him for? We’ll better beat 469 goats .. About environmental standards it’s not at all ridiculous, if a prepared machine can meet the norms and it’s very unlikely that it’s the same from the assembly line ... the norms themselves are more like a divorce, and squeezing money from the manufacturer first, and then from the buyer .. but about what it was, let's forget it, died so died .. The question is what to do now? We see how our engine-building design bureaus work, so why don’t they buy a normal licensed engine with production and we will be happy, people for this and after 30-40 years will remember this decision kindly, as the students remembered the good, but doji from the time of the war. .
          1. Amurets
            Amurets 22 January 2016 00: 09 New
            0
            Quote: max702
            How our engine building design bureaus work, we see

            The factories in Yartsevo and Kustanai were almost ready, but the USSR collapsed inappropriately. Two plants were working in Tutaev. YaMZ began producing 6-cylinder Renaults on a fairly fresh line purchased in France. TMZ produces engines of the 140x140 840 series and further of the series up to 880. With small diesel engines, we really have problems and blame something that we don’t have correctly, but we don’t have engine design bureaus. In principle, all ICEs are the same, they differ in attachments. So, the production of fuel equipment , we also don’t have bearings in fact. The Dmitrovograd plant, in essence, makes high-quality bearings from imported tape. And the worst thing is the lack of modern fuel equipment, and Bosch is not going to develop our floor valuable production. Even on ZiL, in Yartsevo, fuel equipment at the time of the USSR was supposed to be delivered with ready-made kits for assembly in Yartsevo and this was not connected with CMEA, but with license prohibitions and the Czechs honestly executed them. It’s been a long time to understand this topic. But motor industry in China developed due to the fact that in the USA, in the pursuit of cheap labor, they dismantled their plants and transferred them to the PRC.
            1. max702
              max702 22 January 2016 13: 19 New
              0
              Those problems that you voiced are understandable, but something needs to be done! There is an option all by ourselves, once again I repeat if for aviation and missiles we do this and here we can, the question is how long and how much expensive, the engine is needed yesterday! So the choice is simple, buy, steal, threaten, etc., industrial espionage. bribing officials, and others are sometimes not the purest methods .. But the main thing is to attend to this problem at the BEST level, otherwise nothing will work, alas! On one fuel inefficiency, we lose a huge amount of money, thereby reducing the competitive advantages of our economy, this is a global question! Everything can be done and plants can be bought and licenses and so on up to entice specialists. will need to do it and that's it!
      2. Chtononibrator
        Chtononibrator 21 January 2016 16: 16 New
        +1
        The point is environmental standards, and this is complication, electronics. So it turns out to the average uncle Vasya that benzone is dearer than a European diesel engine even 15 years ago. Yes, and let out quite an old diesel way to nowhere.
  6. mkpda
    mkpda 21 January 2016 10: 54 New
    +2
    It seems that the article was translated by an electronic translator, or the translation was performed by a person far from technology.
  7. abc_alex
    abc_alex 21 January 2016 11: 07 New
    0
    How did you get these foreign samogvalki ...
  8. Maegrom
    Maegrom 21 January 2016 12: 49 New
    0
    Most of all I liked the thesis that military engines appear to work less and their resource can be reduced in favor of power. It’s probably great to stay somewhere between Rakka and Mosul without an engine or in a gorge in Afghanistan, etc.
  9. Zaurbek
    Zaurbek 21 January 2016 15: 39 New
    +3
    Our diesel engines can work for a long time in isolation from the service and are as repairable as possible. MTU are tied to the service. What approach is right here, I don’t know. Reducing engine volumes in civilian cars and in the military are two different things. Read about the T-90 trials in India and Kuwait. Not every tank passed them, but ours passed. In addition to pure mechanics, the design of military units also requires military experience, which not all countries have.
  10. Olegmog
    Olegmog 21 January 2016 20: 25 New
    0
    I would like to add fuel to the fire! The complete lack of automatic
    gearboxes for heavy machinery. It’s not unimportant to remove it from the driver,
    the same infantry fighting vehicle or armored personnel carrier, gear shift function. This is a decrease in fatigue,
    error exclusion when choosing a gear, especially on low bearing soils
    ability. Etc.
    1. wanderer_032
      wanderer_032 26 January 2016 16: 47 New
      0
      Quote: Olegmog
      It’s not unimportant to remove it from the driver,
      the same infantry fighting vehicle or armored personnel carrier, gear shift function. This is a decrease in fatigue,
      error exclusion when choosing a gear, especially on low bearing soils
      ability. Etc.


      This is only necessary for the cross-eyed, who do not know how to use manual transmission. Normal mech.vod or the driver shifts the desired gear at the right time - intuitively. And much faster than any automatic system.
      Squinting morons, in the workplace of mechanical water - nothing to do.
  11. Zaurbek
    Zaurbek 21 January 2016 20: 40 New
    +2
    On tractors from 500 hp they put AT to exclude the human factor. Clutch is often harnessed, especially when transporting cargo.
  12. Jager
    Jager 23 January 2016 13: 26 New
    0
    Live example. I have two cars - a modern Jaguar and a 34-year-old AZLK 2140. The mileage of Moskvich is 170 t.km. WITHOUT BULKHEAD, work on DIESEL diesel oil, God knows what antifreeze, using gas "what is - such and pour", mounted, except for the starter - everything is native. Yes, low-power, yes, noisy, current, in need of constant adjustment - but he is still alive and working. But the Jaguar passed 120 t.km. Replacing all bearings on the timing rollers, pump, fuel equipment glitches, problems with the air intake of the manifold, incredible difficulty in repairing even in good service - but powerful, flexible, modern - which is more important? This is like Sherman and T-34. The best tank for service in peacetime and equipment for war. Here, everyone chooses for himself.
  13. volunteer
    volunteer 14 March 2019 23: 00 New
    0
    If you analyze the car, then many bottlenecks will open. 1 Engine, 2 Transmission. 3 chassis with suspension. 4 Body. 5 fuels and lubricants. In each we are inferior to the world level. What is the technique in which we are not inferior? As I see it, the reason is the global attitude to the ENGINEER! For the past 10 years, I can not find support from manufacturers to the president. For example, when I turned to the “holy of holies of the Russian automotive industry” by US with a proposal to increase the specific power of the engine by 60%, they sent me an explanation signed by great scientists that in my decision a compressor that consumes energy. Type in ICE this function is absent! Moreover, 25% of power is spent on air compression. Although, as I know, 50%.