JSC "Hammer and Sickle" one of the largest machine-building enterprises in the city of Kharkov and in the Ukraine. For 50 years, our company has been producing engines for agricultural machines, a significant part of which successfully operate abroad.
Legendary self-propelled combine harvesters SK-3, SK-4,SK-5, "Niva" and " " , highly productive tractors T-74, DT-75N, TDT-55, HTZ-120- these are just a few examples of agricultural machines on which diesel engines of the brand are installed SMD... In the former the USSR 100 grain and forage harvesters, as well as most of the tractors, were equipped with our diesel engines.
At the end 80's years, the plant was reconstructed and was able to produce a completely new one for Of Ukraine and countries CIS 6-cylinder in-line engine with a capacity of 220-280 hp. The 4-cylinder engine was also modernized. Its power increased to 160-170 hp, while the technical level of the design of each unit increased, the unification of parts and units was preserved as much as possible.
Today JSC "Hammer and Sickle" produces about a hundred different modifications of in-line 4 and 6 cylinder engines with power from 60 to 280 hp. for agricultural machinery and other machines.
Recently, engines have been installed on new designs of tractors of the Kharkov Tractor Plant - HTZ-120, HTZ-180, T-156A and others, and also received application on combine harvesters that are produced in Ukraine "Slavutich", and forage harvesters "Olympus" and "Polesie-250"(Ternopil).
In parallel with the production of engines, JSC "Hammer and Sickle" carries out additional assembly and sale of tractors DT-75N and... We have the ability to upgrade tractors T-150(tracked), replacing the engine with an in-line diesel SMD-19T.02 / 20TA.06 the power of the tractor does not change, while the economic and operational characteristics are improved.
Diesels, except for tractors and combines, today can be installed on motor graders, asphalt pavers, rollers, cranes, bulldozers, railway cranes and railcars, etc.
The plant has the ability to supply, according to the orders of enterprises, spare parts for engines manufactured at our enterprise, to carry out overhauls, install new and modernize units and parts.
Catalog of JSC "LEGAS" Moscow 1998
Diesels type SMD- massive agricultural engines, they are equipped with all domestic grain harvesters and more than 60% of tractors. Diesel engines of this brand are also installed on forage and corn harvesters, excavators, cranes and other mobile equipment. In this regard, information on the use, maintenance and repair, information on the design of diesel engines, their manufacturers is extremely important.
In 1957... Head specialized design bureau for engines (GSKBD) was designed and implemented on production at the Kharkov plant "Hammer and sickle" low-mass high-speed diesel SMD-7 48 kW (65 HP) for a combine harvester SK-3, which was the beginning of the dieselization process in the combine industry. In the future, tractor and combine diesel engines were developed and consistently introduced into serial production. SMD-12, -14, -14A, -15K, -15KF power from 55 (75) to 66 kW (90 hp) The increase in the power of the developed diesel engines was provided by an increase in the working volume of the cylinders or an increase in the speed of the crankshaft. All these types of diesel engines had free air intake into the cylinders.
Further theoretical and experimental research on boosting tractor and combine diesel engines, improving their fuel efficiency, carried out in GSKBD, a rational direction was determined - the use of gas turbine pressurization of air into the cylinders. Along with the work on the selection of the optimal gas turbine pressurization system in GSKBD studies were carried out aimed at improving the reliability of the main parts of diesel engines.
The first domestic diesel engines for agricultural purposes with gas turbine supercharging were combine diesel engines. SMD-17K, -18K power of 77 kW (105 HP), the production of which was started at the plant "Hammer and sickle" in 1968 1969
The use of gas turbine pressurization on the quality of a means of increasing the technical level of diesel engines was recognized as a progressive direction, therefore, in the future, created in GSKBD diesels had as a constructive element forced air injection into the cylinders.
The second generation diesels include 4-cylinder in-line diesels and a V-type 6-cylinder diesel. In the design, for the first time in agricultural engineering, such a solution was applied in which the piston stroke is less than its diameter. The production of diesel engines of the type was started at the Kharkov Tractor Engine Plant ( KhZTD) since 1972.
The next stage in the development of power and improving the fuel efficiency of combine and tractor diesel engines was the development of cooling the charge air supplied to the cylinders. Research carried out in GSKBD, Kharkov Institute of Transport Engineers and Kharkov Polytechnic Institute, showed the ineffectiveness of further development of forcing diesel engines with forced air supply due to a significant increase in its temperature. The design used cooling of the air supplied to the cylinders, as a result of which the density and air charge of the cylinder was increased without a significant increase in thermal stress.
The first diesel engines with intercooled (third generation diesel engines) were also used by others, comparable in terms of performance with promising foreign diesel engines of this class.
The power that an internal combustion engine can generate depends on the amount of air and fuel mixed with it that can be supplied to the engine. If you want to increase engine power, you need to increase both the amount of air supplied and fuel. The supply of more fuel will not have an effect until there is enough air for its combustion, otherwise an excess of unburned fuel will form, which leads to overheating of the engine, which, moreover, produces a lot of smoke.
An increase in engine power can be achieved by increasing either its displacement or rpm. The increase in displacement immediately increases the weight, the size of the engine and, ultimately, its cost. The increase in revs is problematic due to the resulting technical problems, especially in the case of an engine with a significant displacement.
Charge systems, which compress the air supplied to the engine's combustion chamber and increase the mass of this air, can increase the engine power for a given displacement and crankshaft speed.
For internal combustion engines, two types of compressors are used: with a mechanical drive and turbochargers that use the energy of the exhaust gases. In addition, there are also combined systems, for example, a turbo compound. In the case of a mechanically driven compressor, the required air pressure is obtained by the mechanical connection between the engine crankshaft and the compressor (clutch). In a turbocharger, air pressure is generated by rotating the turbine with the exhaust gas flow.
The turbocharger was first designed by the Swiss engineer Buchi back in 1905, but it was not until many years later that it was refined and used on production engines with a large displacement.
In principle, any turbocharger consists of a centrifugal air pump and a turbine connected by a rigid axle to each other. Both of these elements rotate in the same direction and at the same speed. The energy from the exhaust gas stream, which is not used in conventional engines, is converted here into torque, which drives the compressor. Exhaust gases escaping from the engine cylinders are at a high temperature and pressure. They accelerate to high speed and come into contact with the turbine blades, which converts their kinetic energy into mechanical energy of rotation (torque).
This energy conversion is accompanied by a decrease in the temperature of the gases and their pressure. The compressor draws in air through the air filter, compresses it and supplies it to the engine cylinders. The amount of fuel that can be mixed with air can be increased, which allows the engine to develop more power. In addition, the combustion process is improved, which allows the engine to increase its performance over a wide range of rpm.
The only communication between the engine and the turbocharger is through the exhaust gas flow. The turbocharger rotor speed is independent of the engine crankshaft speed, but it is largely determined by the balance of energy received by the turbine and given to the compressor.
For engines operating in a wide rpm range (in a passenger car), high boost pressure is desirable even at low rpm.
This is why the future belongs to variable-pressure turbochargers. The small diameter of modern turbines and special sections of the gas channels help to reduce the inertia, i.e. the turbine accelerates very quickly and the air pressure reaches the required value very quickly. The control valve ensures that the boost pressure does not rise above a certain value, above which the engine could be damaged.
An engine equipped with a turbocharger offers technical and economic advantages over a naturally aspirated (naturally aspirated) engine.
The main advantages of a turbocharged engine:
the mass / power ratio of a turbocharged engine is higher than that of a naturally aspirated engine;
a turbocharged engine is less bulky than a naturally aspirated engine of the same power;
the torque curve of a turbocharged engine can be better adapted to specific operating conditions.
In addition, it is possible to create versions equipped with a turbocharger and differing in power on the basis of atmospheric engines.
The advantages of a turbocharged engine at altitude are even more tangible. The naturally aspirated engine loses power due to low air pressure, and the turbocharger, by providing increased air supply, compensates for the decrease in atmospheric pressure, with almost no deterioration in engine performance. The amount of forced air will be only slightly less than at a lower altitude, that is, the engine practically maintains its power.
Besides:
a turbocharged engine provides better fuel combustion, which leads to lower fuel consumption;
since the turbocharger improves combustion, it also helps to reduce the toxicity of the exhaust gases;
an engine equipped with a turbocharger runs more stably than it;
atmospheric counterpart of the same power, and being smaller in size, it produces less noise. In addition, the turbocharger also acts as a kind of muffler in the exhaust system.
Expansion of the production of materials with high temperature characteristics, improvement of the quality of engine oils, the use of liquid cooling of the turbocharger housing, electronic control of control valves - all this contributed to the fact that turbochargers began to be used on small-scale gasoline engines.
When installing a turbocharger on a gasoline engine, specific requirements arise:
ensuring the tightness of the oil-gas channels of the turbocharger;
improving the quality of turbine materials;
improvement of the control valve;
cooling of the axle housing.
On a normally working engine, which is serviced in a timely manner and with high quality, a turbocharger can operate reliably for many years.
The appearance of malfunctions can be a consequence of:
insufficient amount of oil;
foreign objects entering the turbocharger;
contaminated oil.
The era of internal combustion engines (ICE) is still far from sunset - this opinion is shared by a fairly large number of specialists and ordinary motorists. And they have every reason for such a statement. By and large, there are only two serious complaints about the internal combustion engine - gluttony and harmful exhaust. Oil reserves are not unlimited, and cars are one of its main consumers. Exhaust gases poison nature and people and, accumulating in the atmosphere, create a greenhouse effect. The greenhouse effect leads to climate change and further to other environmental disasters. But let's not be distracted, designers and engineers have learned to deal with both shortcomings very effectively over the past decades, proving that the internal combustion engine still has unused reserves for development and improvement.
A significant reduction in fuel consumption was achieved due to the introduction of a number of technical innovations in the design. The first step was the transition from carburetor engines to injection... Modern injection systems deliver fuel to the cylinders at high pressure, resulting in a fine atomization and good mixing with air. During the compression stroke, fuel is injected into the combustion chamber in precisely metered portions up to 5-7 times. The use of pressurization, an increase in the number of valves, and an increase in the compression ratio also made it possible to burn the working mixture more fully. Optimization of the shape of the combustion chamber, piston crowns, the use of systems with variable valve timing helped to improve the processes of mixture formation. As a result, the engine can run on leaner mixtures, saving fuel and reducing emissions.
Widely used in modern cars start-stop system, which gives a noticeable fuel economy in urban driving. This system automatically turns off the engine when the vehicle is stopped. It is started by pressing the clutch pedal (in vehicles with a manual transmission) or by releasing the brake pedal (in vehicles with an automatic transmission).
Brake Energy Recovery System, which first appeared on hybrid cars, gradually migrated to conventional cars. The kinetic energy of a decelerating car, which was previously wasted on heating parts of the brake system, is now converted into electrical energy and used to recharge the battery. Fuel consumption is reduced by up to 3%.
An important circumstance is that the improvement of the technical characteristics of engines occurs with a steady decrease in their volume... For example, the Volkswagen 1.4 TSI engine, recognized as the best engine in 2010, with a volume of 1390 cc, develops power up to 178 hp. That is, 127 hp is removed from each liter! Specific fuel consumption over the past 20-30 years has been reduced by almost half. And since fuel consumption decreases, the emission of harmful substances decreases accordingly, and oil reserves can be extended for a longer period.
Exhaust gas cleaning
All of the above measures reduce harmful emissions, so to speak indirectly, by improving technical characteristics. But there are a number of systems whose purpose is to directly reduce the amount of harmful substances in the exhaust gases.
First of all, it is, of course, catalytic converter and an exhaust gas recirculation system EGR. In the neutralizer, the harmful substances contained in the exhaust gases enter into a chemical reaction with the substances deposited on its honeycomb. As a result of the reaction, harmful substances decompose into harmless components.
EGR system(Exhaust Gas Recirculation) has a narrower focus. It is designed to reduce the content of nitrogen oxides in exhaust gases during warm-up and sharp acceleration when the engine is running on a rich mixture. The principle of the system is to redirect some of the exhaust gases back into the cylinders. This causes a decrease in the combustion temperature and, accordingly, in the concentration of nitrogen oxides.
When the engine is running, not all exhaust gases enter the exhaust system. Some of them break into the crankcase. To prevent entry into the atmosphere, it is used crankcase ventilation system... Gasoline vapors, like exhaust gases, contain substances harmful to humans. Therefore, cars are installed gasoline vapor absorption system.
All of the above systems are universal, that is, they are used both on gasoline engines and diesel ones. However, diesel exhaust gases are characterized by an increased concentration of nitrogen oxides and soot. Therefore, in the exhaust system of diesel engines, it is additionally installed particulate filter... Some designs may use SCR system(Selective catalytic reduction) or, loosely translated, urea injection. Operating principle: an aqueous solution of urea is injected into the exhaust system before the catalyst. As a result of a chemical reaction, almost half of the highly toxic nitrogen oxides are converted into normal, harmless nitrogen.
By the way, the progress in improving diesel engines is impressive. Let's not go far for examples. Take a look at the chart to see the winners of two of the world's most prestigious awards, World Green Car of the Year and Green Car of the Year.
See? Diesel engines won four times in one competition, and twice in another.
ICE prospects
Summarizing what has been said, it can be argued that in the coming decades we will coexist with internal combustion engines. There are good technical and economic reasons for this. The well-functioning technology for the production of internal combustion engines ensures their relatively low cost. Improving the workflow allowed us to achieve high performance and reduce harmful emissions.
The growth in green car sales has been largely driven by government support. As soon as the state winds up the program of discounts on eco-friendly cars, the demand for them drops rapidly.
A diesel car consumes up to 25% less fuel and pollutes the environment less, but a gasoline car has a lower cost, its insurance and operation are cheaper. However, if the annual mileage exceeds 15,000 kilometers, it is more profitable to buy a diesel engine.
The choice of a suitable engine type also depends on the vehicle class. Modern gasoline powertrains are highly efficient in compact cars, while current diesels enable low fuel consumption and driving pleasure in large station wagons. Gasoline engines provide enviable throttle response and dynamics to "hot" sports cars, and the high torque of diesel engines is very suitable for large SUVs.
The SMD engine is a diesel engine, well known to the workers of machine and tractor stations (MTS), which were widespread during the existence of the USSR. The production of these motors was mastered in 1958 at the Kharkov plant "Hammer and Sickle" (1881). Serial production of the family of SMD engines designed for aggregating various types of agricultural machinery (tractors, combines, etc.) was discontinued due to the termination of the enterprise (2003).
The line of these power units includes:
- 4-cylinder in-line engines;
- in-line 6-cylinder;
- V-shaped 6-cylinder units.
Moreover, any SMD motor has a very high reliability. It is incorporated in the original design solutions, which, even by modern standards, provide a sufficient margin of operational durability of these motors.
Currently, power units of the SMD type are produced at the Belgorod Motor Plant (BMZ).
Specifications
| OPTIONS | MEANING |
|---|---|
| Slave. volume of cylinders, l | 9.15 |
| Power, hp with. | 160 |
| Crankshaft rotation speed, rpm. nominal / minimum (idling) / maximum (idling) | 2000/800/2180 |
| Number of cylinders | 6 |
| Arrangement of cylinders | V-shaped, camber angle 90 ° |
| Cylinder diameter, mm | 130 |
| Piston stroke, mm | 115 |
| Compression ratio | 15 |
| The order of the cylinders | 1-4-2-5-3-6 |
| Supply system | Direct fuel injection |
| Fuel type / brand | Diesel fuel "L", "DL", "Z", "DZ", etc. depending on the ambient temperature |
| Fuel consumption, g / l. with. hour (rated / operating power) | 175/182 |
| Turbocharger type | TKR-11N-1 |
| Starting system | Starting engine P-350 with remote start + electric starter ST142B |
| Starting engine fuel | A mixture of A-72 gasoline with engine oil in a ratio of 20: 1 |
| Lubrication system | Combined (under pressure + spraying) |
| Engine oil type | M-10G, M-10V, M-112V |
| The amount of engine oil, l | 18 |
| Cooling system | Water, closed type, with forced ventilation |
| Motor resource, hour | 10000 |
| Weight, kg | 950...1100 |
The power unit was installed on tractors T-150, T-153, T-157.
Description
Diesel 6-cylinder V-shaped engines SMD are represented by a number of models SMD-60 ... SMD-65 and more powerful SMD-72 and SMD-73. All of these motors have a smaller piston stroke than the bore (short stroke version).
Moreover, in the motors:
- SMD-60… 65 turbocharged is used;
- SMD-72 ... 73 charge air is additionally cooled.
Partitions between adjacent cylinders together with the end walls of the crankcase give the structure the required rigidity. Each cylinder block has special cylindrical bores, into which cylinder liners made of titanium-cuprous cast iron are installed.
The layout of all engine units takes into account all the advantages that a V-shaped arrangement of cylinders gives. Placing the cylinders at an angle of 90 ° made it possible to place the turbocharger and exhaust manifolds in the camber between them. In addition, due to the displacement of the cylinder banks by 36 mm relative to each other, it was possible to install two connecting rods of opposite cylinders on one connecting rod journal of the crankshaft.
The arrangement of the parts of the gas distribution mechanism differs from the generally accepted one. Its camshaft is common to the two banks of cylinders and is located in the center of the crankcase. On the side of the flywheel, at its end, a gear block is installed, which includes gears for the drive of the gas distribution mechanism and the fuel pump.
During operation, the engine provides coarse and fine cleaning of diesel fuel. The engine oil is refined with a full flow centrifuge.
The power unit is cooled with water. Antifreeze can be used in winter. The circulation of liquid in a closed cooling system is carried out by a centrifugal water pump. A six-row tubular-plate radiator and a six-blade electric fan are also involved in the cooling process.
The cooling system of the SMD 60 engine also provides thermosyphon circulation of the cooler inside the water jacket of the starting engine. However, it is able to provide cooling of the latter only for a short time. To avoid overheating, the idling time of the starting engine should not exceed 3 minutes.
Maintenance
Maintenance of the SMD 60 engine is reduced to constant monitoring of the process of its operation and regular maintenance, specified in the instructions for its operation. Only when these conditions are met does the manufacturer guarantee:
- long-term and trouble-free operation of the power unit;
- preservation of power characteristics throughout the entire service life;
- high efficiency.
The types of maintenance (MOT) are determined by the timing of their implementation, depending on the number of hours worked:
- Daily maintenance - every 8 ... 10 operating hours.
- TO-1 - after 60 mph.
- TO-2 - every 240 mph.
- TO-3 - 960 mph.
- Seasonal maintenance - before the transition to the spring-summer and autumn-winter periods of operation.
The list of works to be carried out for each type of maintenance is given in the engine operating instructions. In this case, work requiring disassembly of the power unit must be carried out only in closed rooms.
Malfunctions
Breakdowns of SMD 60 engines are rare and occur, as a rule, due to violation of the rules of their technical operation.
| FAILURE | TROUBLESHOOTING |
|---|---|
| Ejection of crankcase oil through the exhaust pipe. | 1. Long-term operation of the motor at low and / or idle speeds. |
| 2. Coking of cast iron O-rings on the turbocharger rotor shaft. | |
| 3. Large clearance between rotor shaft and turbocharger bearing. | |
| Ejection of motor oil through the flywheel housing. | 1. The self-tightening oil seal is destroyed. |
| 2. The o-ring of the reducer is cut off. | |
| There is no supply of motor oil to the valve mechanism. | 1. The camshaft sleeve turns. |
| 2. Clogged oil passages in the cylinder head. | |
| 3. Looseness of the camshaft gear. | |
| Extraneous knocks in the engine: | |
| 1. Voiced sharp knock. | Broken nozzle. |
| 2. Detonating knock. | The injection angle is violated. |
| 3. Vaguely pronounced knock. | Breakage of the valve guide sleeve; sticking of the pusher; the connecting rod bushings were melted; the fastening of the lower connecting rod cover is loosened; crankshaft liners melted. |
Tuning
The motors that aggregate agricultural machines and mechanisms are not subject to tuning. Designed for specific operating conditions, they, as a rule, are perfectly balanced and interference in their design does not lead to positive results.
Families of such engines are presented by manufacturers in the form of wide lines with different powers. At the same time, they are installed on certain types of special equipment, from which consumers choose those that most fully meet their requirements.
Tractor T-150 engine: brands, installation, re-equipment
The T-150 and T-150K tractors were developed by the engineers of the Kharkov Tractor Plant. This model replaced another original development of KhTZ - T-125, which was discontinued in 1967.
The T-150 has been in development for several years and entered serial production in 1971. Initially, it was the T-150K model - a tractor on a wheelbase. Since 1974, the production of a tracked tractor with the T-150 marking began.
The principle laid down by the KhTZ engineers during the development of the T-150 and T-150 K was the maximum unification of these models. Wheeled and tracked tractors are as similar in design as possible with different propellers. In this regard, most spare parts and assemblies are marked for the T-150, but it is assumed that they are also suitable for the T-150K wheeled tractor.
Engines installed on the T-150 tractor
The motors on the T-150 and T-150K tractors are front-mounted. The clutch and gearbox are connected to the unit through the clutch. The following engines were installed on the T-150 wheeled and tracked tractors:
- SMD-60,
- SMD-62,
- YaMZ-236.
Engine T-150 SMD-60
The first T-150 tractors had an SMD-60 diesel engine. The motor had a fundamentally different design for that time and was very different from other units for special equipment.
The T-150 SMD-60 engine is a four-stroke, short-stroke engine. It has six cylinders arranged in 2 rows. The turbocharged engine has a liquid cooling system and direct fuel injection.
A feature of the engine of the T-150 SMD-60 tractor is that the cylinders are not located opposite each other, but with an offset of 3.6 cm. This was done in order to install the connecting rods of opposite cylinders on one crankshaft crankpin.
The configuration of the T-150 SMD-60 engine was radically different from the structure of other tractor motors of that time. The cylinders of the engine had a V-shaped layout, which made it much more compact and lighter. In the collapse of the cylinders, the engineers placed the turbocharger and exhaust manifolds. The diesel supply pump of the ND-22 / 6B4 brand is located at the back.
The SMD-60 engine on the T-150 is equipped with a full-flow centrifuge for engine oil purification. The engine has two fuel filters:
- preliminary,
- for fine cleaning.
Instead of an air filter, the SMD-60 uses a cyclone-type unit. The air purification system automatically cleans the dust container.
Features of the T-150 SMD-60 engine
On the T-150 and T-150K tractors with the SMD-60 engine, an additional P-350 gas engine was used. This carburetor-type, single-cylinder, water-cooled starting engine generated 13.5 hp. The water cooling circuit for the launcher and the SMD-60 is a single one. The P-350, in turn, was launched by the ST-352D starter.
To facilitate starting in winter (below 5 degrees), the SMD-60 engine was equipped with a PZHB-10 preheater.
Technical characteristics of the SMD-60 engine on the T-150 / T-150K
|
engine's type |
diesel internal combustion engine |
|
Number of measures |
|
|
Number of cylinders |
|
|
The order of the cylinders |
|
|
Mixture formation |
direct injection |
|
Turbocharging |
|
|
Cooling system |
liquid |
|
Engine volume |
|
|
Power |
|
|
Compression ratio |
|
|
Engine weight |
|
|
Average consumption |
Engine T-150 SMD-62
One of the first modifications of the T-150 tractor was the SMD-62 engine. It was developed on the basis of the SMD-60 engine and in many respects had a design similar to it. The main difference was the installation of the compressor on the pneumatic system. Also, the SMD-62 engine on the T-150 increased its power to 165 hp. and the number of revolutions.
Technical characteristics of the SMD-62 engine on the T-150 / T-150K
|
engine's type |
diesel internal combustion engine |
|
Number of measures |
|
|
Number of cylinders |
|
|
The order of the cylinders |
|
|
Mixture formation |
direct injection |
|
Turbocharging |
|
|
Cooling system |
liquid |
|
Engine volume |
|
|
Power |
|
|
Compression ratio |
|
|
Engine weight |
|
|
Average consumption |
Engine T-150 YaMZ 236
A more modern modification is the T-150 tractor with the YaMZ 236 engine.With the YaMZ-236M2-59 engine, special equipment is produced to this day.
The need to replace the power unit has been brewing for years - the power of the original SMD-60 engine and its successor SMD-62 was simply not enough in some situations. The choice fell on a more efficient and economical diesel engine produced by the Yaroslavl Motor Plant.
For the first time, this installation was launched into wide production in 1961, but the project and prototypes have existed since the 50s and have proven themselves very well. For a long time, the YaMZ 236 engine remained one of the best diesel engines in the world. Despite the fact that almost 70 years have passed since the development of the design, it remains relevant to this day and is used, among other things, in new modern tractors.
Features of the YaMZ-236 engine on the T-150
The T-150 tractor with the YaMZ-236 engine was mass-produced in various modifications. At one time, both atmospheric and turbocharged engines were installed. In quantitative terms, the most popular version was the T-150 with the YaMZ-236 DZ engine - aspirated with a working volume of 11.15 liters, a torque of 667 Nm and a capacity of 175 hp, which was started by an electric starter.
Technical characteristics of the YaMZ-236D3 engine on the T-150 / T-150K
|
engine's type |
diesel internal combustion engine |
|
Number of measures |
|
|
Number of cylinders |
|
|
Mixture formation |
direct injection |
|
Turbocharging |
|
|
Cooling system |
liquid |
|
Engine volume |
|
|
Power |
|
|
Engine weight |
|
|
Average consumption |
YaMZ-236 engine on modern T-150
The YMZ-236 M2-59 engine is installed on the new T-150 wheeled and tracked tractors. This motor is unified with the YaMZ-236, which was produced until 1985, and the YaMZ-236M, which was discontinued in 1988.
The YaMZ-236M2-59 engine is a diesel atmospheric engine with direct fuel injection and water cooling. The motor has six cylinders arranged in a V-shape.
Technical characteristics of the YaMZ-236M2-59 engine on the T-150 / T-150K
|
engine's type |
diesel internal combustion engine |
|
Number of measures |
|
|
Number of cylinders |
|
|
Mixture formation |
direct injection |
|
Turbocharging |
|
|
Cooling system |
liquid |
|
Engine volume |
|
|
Power |
|
|
Engine weight |
|
|
Average consumption |
Re-equipment of T-150 tractors: installation of non-native engines
One of the reasons why the T-150 and T-150K tractors have gained such popularity is their high maintainability and ease of maintenance. Machines can be easily converted and installed other, non-native equipment that would be more efficient for specific tasks.
