Tractor engine T-150: brands, installation, re-equipment

Tractors T-150 and T-150K were developed by engineers of the Kharkov Tractor Plant. This model replaced another original KhTZ development, the T-125, which was discontinued in 1967.

The T-150 was in development for several years and entered series production in 1971. Initially, it was the T-150K model - a tractor on a wheelbase. Since 1974, the production of a caterpillar tractor marked T-150 began.

The principle laid down by KhTZ engineers in 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 given the different propellers. In this regard, most of the spare parts and assemblies are marked for the T-150, but it is understood that they are also suitable for the T-150K wheeled tractor.

Engines mounted 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. Engines were installed on wheeled and tracked tractors T-150:

• 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 engine is turbocharged, 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 connecting rods of opposite cylinders on one crankshaft crankpin.

The configuration of the T-150 SMD-60 engine was fundamentally different from the structure of other tractor engines of that time. The engine cylinders had a V-shaped layout, which made it much more compact and lighter. In the collapse of the cylinders, engineers placed a turbocharger and exhaust manifolds. The diesel feed pump brand ND-22/6B4 is located at the rear.

The SMD-60 engine on the T-150 is equipped with a full-flow centrifuge for cleaning engine oil. The engine has two fuel filters:

1. preliminary,
2. for fine cleaning.

Instead of an air filter on the SMD-60, a cyclone-type installation is used. The air cleaning system automatically cleans the dust box.

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 gasoline engine was used. This carburetor-type, single-cylinder, water-cooled starting engine generated 13.5 hp. The water cooling circuit of the launcher and SMD-60 is the same. 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 cycles
Number of cylinders
The order of operation of the cylinders
mixture formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
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 power of the SMD-62 engine on the T-150 increased to 165 hp. and 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 cycles
Number of cylinders
The order of operation of the cylinders
mixture formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
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 productive and economical diesel engine manufactured 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 quite 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 design was developed, 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 engines and turbocharged ones were installed. In quantitative terms, the most popular version was the T-150 with the YaMZ-236 DZ engine - an aspirated engine with a displacement of 11.15 liters, a torque of 667 Nm and a power of 175 hp, which was started by an electric starter.

Technical characteristics of the YaMZ-236D3 engine for T-150/T-150K

engine's type	diesel internal combustion engine
Number of cycles
Number of cylinders
mixture formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
Power
Engine weight
Average consumption

YaMZ-236 engine on modern T-150

The YaMZ-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, whose production 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 T-150/T-150K

engine's type	diesel internal combustion engine
Number of cycles
Number of cylinders
mixture formation	direct injection
Turbocharging
Cooling system	liquid
Engine capacity
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 with other, non-native equipment that would be more efficient for specific tasks.

They work conscientiously for the good of man. Engines are constantly being improved. Either the designers are struggling to increase power, or they are reducing the weight of the engine. The development of engine building is influenced by factors such as fluctuations in oil prices and the tightening of environmental standards. Despite all these difficulties, they are the main source of energy for cars.

Recently, many new developments have appeared that are aimed at improving traditional motors. Some of them are already at the implementation stage, others are available only in the form of prototypes. However, some time will pass and some of these innovations will be implemented in new machines.

Lasers instead of spark plugs

Until recently, lasers were considered fantastic devices that ordinary people learned about from films about Martians. But already today there are developments aimed at replacing laser devices. Traditional candles have one drawback. They do not produce a powerful spark that can ignite a fuel mixture with a large amount of air and a low fuel concentration. An increase in power led to rapid wear of the electrodes. The use of lasers for igniting a lean fuel mixture looks very promising. Among the advantages of laser candles, the ability to adjust the power and ignition angle should be noted. This will immediately not only increase engine power, but make the combustion process more efficient. The first ceramic laser devices were developed by engineers in Japan. They have a diameter of 9 mm, which is suitable for a variety of car engines. The novelty will not require significant refinement of power units.

Innovative rotary engines

In the near future, pistons, camshafts, valves may disappear. Scientists at the University of Michigan are working on a fundamentally new design of an automobile motor. The power unit will receive energy from the action of blast waves that support movement. One of the main parts of the new plant is the rotor, which has radial channels in its housing. With the rapid rotation of the rotor, the fuel mixture passes through the channels and instantly fills the free compartments. The design allows you to block the outlet ports, and the combustible mixture does not leak out during compression. Since the fuel enters the compartments very quickly, a shock wave is formed. It pushes a portion of the fuel mixture to the center, where ignition occurs, and then the exhaust gases are exhausted. Thanks to this original solution, the researchers managed to reduce fuel consumption by 60%. The mass of the engine also decreased, which led to the creation of a light car (400 kg). The advantage of the new motor will be a small number of rubbing parts, so the engine life should increase.

Developed by Scuderi

Scuderi employees have prepared their own version of the engine of the future. It has two types of piston cylinders, which allows more efficient use of the generated energy.

The uniqueness of the development lies in the connection of two cylinders using a bypass channel. As a result, one of the pistons creates compression, and in the second cylinder the fuel mixture is ignited and gases are released.

This method allows you to use the generated energy more economically. Computer models show that Scuderi's engine will consume up to 50% less fuel than conventional ICEs.

Thermal separation engine

It was possible to increase the efficiency of the Scuderi engine thanks to the thermal separation of the motor into 2 parts. There is one problem that remains unsolved in a conventional four-stroke engine. Different cycles work better in certain temperature ranges. Therefore, scientists decided to divide the engine into two compartments and put a radiator between them. The motor will work as follows. In cold cylinders, the fuel mixture will be admitted and compressed. Thus, maximum efficiency is achieved in cold conditions. The process of combustion and exhaust gases takes place in hot cylinders. Presumably, this technology will provide fuel savings of up to 20%. Scientists plan to refine this type of motor and achieve 50% savings.

Skyactiv-G engine from Mazda

The Japanese company Mazda has always strived to create innovative engines. For example, some production cars are equipped with rotary power units. Now the designers of the automaker are thoroughly engaged in fuel economy. Already next year, it is planned to release a car with a Skyactiv-G engine. It will be the first model from the Skyactiv family. The subcompact version of the Mazda2 will be equipped with a 1.3-liter Skyactiv-G sports engine. The torque will be distributed by a CVT gearbox. The power plant has a high compression ratio, which results in fuel savings of up to 15%. The developers claim that the average gasoline consumption will be about 3 l / 100 km.

Different automakers completed their cars with boxer motors. This design is not without flaws, which engineers continue to work on. As you know, in a boxer engine, the cylinders are located horizontally, and the pistons move in opposite directions. EcoMotors designers placed two pistons in each cylinder, which are directed towards each other. The crankshaft is located between the cylinders, and connecting rods of different lengths are used to move the pistons in one cylinder. This arrangement of the piston group made it possible to reduce the weight of the engine, since massive cylinder heads are not required. The piston stroke in a boxer unit is also significantly less than in a traditional gasoline engine. According to EcoMotors engineers, a car with an OPOC engine should consume about 2 liters of gasoline per 100 kilometers.

Pinnacle power unit

Another promising development was made on the basis of a boxer engine. In the Pinnacle engine, two pistons move towards each other, being in the same cylinder. Between them, the ignition of the fuel mixture occurs. The engine has two crankshafts and connecting rods of the same length. This design allows you to get tremendous energy savings at a low cost of the power unit. It is assumed that the efficiency of a gasoline engine can be increased by 50%. All over the planet, scientists are looking for new approaches to create powerful, economical and environmentally friendly models of internal combustion engines. Some developments look quite promising, while others have a not so cloudless future. However, only time will tell who will bathe in glory, and whose developments will end up on the dusty shelves of the archive.

The United Engine Corporation (UEC, part of Rostec) has brought several new products to the market in recent years, including the promising PD-14 engine, power plants for Russian Navy ships to replace Ukrainian ones, and modern helicopter engines. In addition, the company thought about creating a domestic engine for the SSJ. Deputy General Director - General Designer of the corporation Yuri Shmotin, in an interview with RIA Novosti columnist Alexei Panshin at the MAKS-2019 air show, spoke about the work to improve the PD-14, the creation of a new family of engines for aircraft, as well as a promising helicopter engine and power plant for the Su-57.

- Yury Nikolayevich, what main projects would you single out?

For the aviation cluster of Rostec, the key projects in engine building are, of course, the PD-14 and PD-35. However, there are other equally important projects. This is, firstly, TV7-117ST-01 for the Il-114-300 aircraft, this is the TV7-117ST engine unified with it for the Il-112V. In addition, through the line of the developer of these engines - UEC-Klimov - we initiated two more projects. The first is the VK-650V engine for the Ka-226. Based on the solutions that will be incorporated into this engine, a family of power plants from 500 to 700 horsepower can be created. The second project is VK-1600V. This is the base engine that will be installed on the Ka-62 helicopter. These engines are in great demand in Russia today.

We are working not only on the family of engines for helicopters, military transport and civil aviation. Of course, you know all the work that is being done today on engines for combat aviation of the AL-41 family, as well as on a promising engine. These topics are key and are being implemented in accordance with the established deadlines.

In addition, the UEC completed work commissioned by the Ministry of Defense to develop basic gas turbine engines for the Russian Navy from 8,000 horsepower to 25,000 horsepower. These are engines of the M70 family both for the Zubr and Murena class ships on air cushions, and the much anticipated M90FR engine for ships of projects 22350 and 20386. These engines make it possible to form almost the entire range of power units for ships of the Russian Navy and meet the needs of the Ministry of Defense. This year, work is underway to create a repair facility for marine engines. After-sales service and engine repair is a very important area in which we see the prospect of development.

- You mentioned the VK-650V engine. At what stage of development?

The works have been initiated, they are under the control of Rostec and financed. This year the draft technical design will be approved, and we will start ordering the material part. The first engine will be assembled soon. All schedules are defined, deadlines are set.

Not so long ago, the head of Rostec, Sergei Chemezov, said that Ansat would receive a domestic engine in four years. Isn't that the one you're talking about?

In the event that an engine with a capacity of 600 or 700 horsepower is enough for a helicopter, then, of course, we will offer our VK-650V engine.

- What is now with the project of a promising helicopter engine (PDV)?

We reconfigured the MPE program, which was implemented as a set of measures to ensure the creation of a new power plant for a high-speed helicopter based on the VK-2500 engine, more than a year ago. Today it is called PDV-4000. We position this power plant as a new generation engine in the 4000-5000 horsepower class. Issues with the timing are still being agreed with Russian Helicopters. For ourselves, we clearly configured that this should be a new generation engine that can be installed both on helicopters and on airplanes. It is very difficult to occupy a product niche with your product, but it is even more difficult to maintain your presence in this niche. PDV-4000 should be at least 10 percent better than its predecessor in this class. In other directions, the same philosophy. For example, already now, having made the PD-14 engine, we are laying the foundation for creating an engine in this power class that will surpass it.

By the way, about PD-14. What will be the line of promising engines of this family? Will a less powerful PD engine be fitted to the SSJ instead of the SaM-146?

This power unit (PD-14 - ed.) was developed as part of a program to create engines with a thrust of 9 to 18 tons. The gas generator for all these engines can be unified. If we are talking about engines of smaller dimensions, such as SaM-146, then the air flow through the internal circuit in such engines should be less than that of the PD-14 gas generator. In order to create an engine that will compete with the SaM-146 in terms of fuel efficiency and at the same time have a diameter close to it, a smaller gas generator is needed than that of the PD-14. We understand that the Sukhoi Superjet family needs an engine that will outperform the SaM-146 in terms of performance. We are working on the formation of a reserve for the creation of new generation engines. In case of receiving an order from GSS, we will be ready to provide such an engine in the foreseeable future.

- That is, there is no order yet, and you are doing this work on your own initiative?

There is no signed contract. If required, the engine will be created. But I repeat once again, we are working on the formation of a reserve for creating an engine of the PD family of this dimension.

- You said earlier that you are laying the foundation for improving the PD-14. What does it mean?

There are plans to increase the power of the PD-14 engine by increasing the bypass ratio of the fan and developing a PD-16 engine with higher performance on its basis. This modification will be required for MS-21-400. We set ourselves the task not to develop a large number of different engines, but to make one basic unified gas generator and an engine based on it, which in the future will become mass-produced and will not require modifications for similar classes of aircraft, except for software adaptation and modernization.

Not so long ago, Alexander Inozemtsev stated that the cost of the PD-35 program is about $3 billion. How much did it cost to create a PD-14?

I would not like to answer even in general terms, since these figures can be interpreted in different ways. Should the amount include technical re-equipment, the creation of new technologies, and so on? A large amount of work on the engine was also done by other holdings of Rostec, their contribution should also be taken into account. You and I know that the cost depends on the availability of NTZ, the readiness of the production base, on its thrust, on its dimensions. This is not a secret, but for now we will not give a figure. I can only say that the cost of the PD-14 project is significantly lower than those engines that were created in this power class abroad.

- How many engines have already been delivered to Irkut?

We have already delivered three engines. Further deliveries will follow the schedule specified in the contract.

Now about the PD-35. Much is said that it will be offered for the CR929, that it can be installed on the twin-engine version of the Il-96, but these are all plans. What specific aircraft is it designed for?

The PD-35 program implies the creation of a high-thrust engine with a completion date for development work in 2027. The engine is being developed to offer it for the CR929 wide-body long-haul aircraft. We are at the stage of negotiations with the Chinese side on the configuration of this program. Much will depend on the work on the aircraft. Of course, with this product we are making a claim that we are entering a new segment for ourselves. In 2020-2021, I hope we will agree on the technical requirements for the use of an engine based on a gas generator, which is being created as part of the PD-35 program for the Russian platform. Yes, the IL-96 as a platform can be equipped with such an engine, and the twin-engine version of this aircraft can increase its fuel efficiency very significantly.

The era of internal combustion engines (ICE) is still far from sunset - a fairly large number of both specialists and ordinary motorists adhere to this opinion. And for such a statement they have every reason. 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 ills. But let's not digress. Over the past decades, designers and engineers have learned to deal with both shortcomings very effectively, proving that the internal combustion engine still has untapped reserves for development and improvement.

A significant reduction in fuel consumption was achieved through the introduction of a number of technical innovations in the design. The first step was transition from carburetor engines to injection. Modern injection systems supply fuel to the cylinders at high pressure, resulting in 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 supercharging, an increase in the number of valves, an increase in the compression ratio also made it possible to burn the working mixture more completely. Optimization of the shape of the combustion chamber, the bottom of the pistons, the use of systems with variable valve timing contributed to the improvement of carburetion processes. As a result, the engine can run on leaner mixtures, saving fuel and reducing emissions.

Widely used in modern cars start-stop system, giving noticeable fuel economy in urban driving. This system automatically turns off the engine when the vehicle is stopped. Starting is done 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 ones. The kinetic energy of a decelerating car, which used to be 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 reducing their volume. For example, the Volkswagen 1.4 TSI engine, recognized as the best engine of 2010, with a volume of 1390 cc develops power up to 178 hp. That is, 127 hp is removed from each liter! The specific fuel consumption over the past 20-30 years has been almost halved. And if fuel consumption decreases, the emission of harmful substances decreases accordingly, and oil reserves can be stretched for a longer period.

Exhaust gas treatment

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 exhaust gases.

First of all, of course, catalytic converter and EGR exhaust gas recirculation system. In the neutralizer, harmful substances contained in the exhaust gases enter into a chemical reaction with substances deposited on its cells. As a result of the reaction, harmful substances decompose into harmless components.

EGR system(Exhaust Gas Recirculation) has a more "narrow" focus. It is designed to reduce the content of nitrogen oxides in the exhaust gases during warm-up and hard acceleration when the engine is running on a rich mixture. The principle of operation of the system is to redirect part of the exhaust gases back into the cylinders. This causes a decrease in the combustion temperature and, accordingly, 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. Used to prevent release to the atmosphere crankcase ventilation system. Gasoline vapors, like exhaust gases, contain substances harmful to humans. Therefore, cars are equipped gasoline vapor absorption system.

All of the above systems are universal, that is, they are used both on gasoline engines and diesel engines. However, diesel exhaust gases are characterized by an increased concentration of nitrogen oxides and soot. Therefore, in the exhaust system of diesel engines, an additional particulate filter. Some designs may use SCR system(Selective catalytic reduction) or, in a free Russian translation, urea injection. Principle of operation: an aqueous solution of urea is injected into the exhaust system in front of the catalyst. As a result of a chemical reaction, almost half of the highly toxic nitrogen oxides are converted into ordinary 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 table: it shows the winners of two of the world's most prestigious awards, World Green Car of the Year (Green Car of the Year in the world) and Green Car of the Year (Green Car of the Year).

See? In one competition, diesels won four times, in another - twice.

ICE prospects

Summarizing the above, 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. Well-established technology for the production of internal combustion engines ensures their relatively low cost. Improving the workflow allowed to obtain high performance and reduce harmful emissions.

Growth in sales of "green" cars is largely stimulated by government support. As soon as the state curtails the program of discounts for 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 is cheaper, its insurance and operation are cheaper. However, if the annual mileage exceeds 15,000 kilometers, it is more profitable to buy a diesel.

The choice of the appropriate engine type also depends on the vehicle class. Modern gasoline powertrains are very efficient in compact cars, while today's diesel engines achieve low fuel consumption and provide driving pleasure in large station wagons. Gasoline engines provide enviable acceleration and dynamics to "hot" sports cars, and the high torque of diesel engines is just right for large SUVs.

JSC "Hammer and Sickle" one of the largest machine-building enterprises in the city of Kharkov and Ukraine. For 50 years, our company has been producing engines for agricultural machines, a significant part of which has been successfully operating abroad.

Legendary self-propelled combine harvesters SK-3, SK-4,SK-5, "Niva" And " " , highly productive tractors T-74, DT-75N, TDT-55, KhTZ-120- these are just a few examples of agricultural vehicles that are equipped with diesel engines of the brand SMD. In the former USSR 100 grain and forage harvesters, as well as most tractors, were equipped with our diesel engines.

At the end 80s years, the plant was reconstructed and got the opportunity to produce a completely new for 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 has increased to 160-170 hp, while the technical level of the design of each unit has increased, the unification of parts and assemblies has been preserved to the maximum.

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 tractor designs of the Kharkov Tractor Plant - HTZ-120, HTZ-180, , T-156A and others, and have also been used 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" performs disassembly and sale of tractors DT-75N and. We have the ability to upgrade tractors T-150(caterpillar), replacement of the engine with an in-line diesel SMD-19T.02/20TA.06 at the same time, the power of the tractor does not change, and the economic and operational characteristics are improved.

Diesel engines, except for tractors and combines, today can be installed on motor graders, asphalt pavers, rollers, cranes, bulldozers, railway cranes and trolleys, etc.

The plant has the ability to supply spare parts for engines manufactured at our enterprise on orders of enterprises, to carry out major repairs, install new and modernize components and parts.

Catalog JSC "LEGAS" Moscow 1998

Diesels type SMD- mass agricultural engines, they are equipped with all domestic combine harvesters and more than 60% of tractors. Diesels of this brand are also installed on forage and corn harvesters, excavators, cranes and other mobile vehicles. In this regard, information on the use, maintenance and repair, information about the designs of diesel engines, their manufacturers are extremely significant.

In 1957. Head specialized design bureau for engines (GSKBD) was designed and implemented for production at the Kharkov plant "Hammer and sickle" light weight 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 mass production. SMD-12, -14, -14A, -15K, -15KF power from 55 (75) to 66 kW (90 hp). An 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 crankshaft speed. All these types of diesel engines had free air intake into the cylinders.

Further theoretical and experimental studies on forcing 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 cylinders. Along with the work on choosing the optimal gas turbine pressurization system in GSKBD research was 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 77 kW (105 hp) which were launched at the factory "Hammer and sickle" in 1968 1969

The use of gas turbine supercharging as a means of raising the technical level of diesel engines was recognized as a progressive direction, therefore, in the future, created in GSKBD diesel engines had forced air into the cylinders as a structural element.

Second generation diesels include 4-cylinder in-line diesels and the V-6 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 improvement in 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, the Kharkov Institute of Transport Engineers and the Kharkov Polytechnic Institute, showed the inefficiency of the further development of forcing diesel engines with forced air supply due to a significant increase in its temperature. In the design, cooling of the air supplied to the cylinders was applied, as a result of which the density was increased and the air charge of the cylinder was increased without a significant increase in thermal stress.

The first intercooled diesel engines (diesels of the third generation) were beaten by others, comparable in terms of performance with promising foreign diesel engines of this class.