Brian, It may just engineering one - up - man - ship. It does make
it easier to put the intake on one side of engine and the exhaust on
the other. The valve train is lighter, so the valve springs can be
weaker, which reduces wear on the valve trian components. Small
increases for the increase in cost. That is why USA manufacturers
stayed with push rods so long. On gas engines, allows higher revs
(not much use on our 3000 rpm diesels). Bobby
On 6/28/11, briankk <briankk@att.net> wrote:
> How come Merc went to an OHC for their diesel engine? What's the advantage?
> bk
>
> --- On Tue, 6/28/11, beeser750@q.com <beeser750@q.com> wrote:
>
> From: beeser750@q.com <beeser750@q.com>
> Subject: Re: [diesel_mercedes] Dave here in s..e Ind. mb gen set.
> To: "diesel mercedes" <diesel_mercedes@yahoogroups.com>
> Date: Tuesday, June 28, 2011, 6:57 AM
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> The ad says the engine came from a "Thermo-King set-up". ALL
> Mercedes-engined Thermo-Kings used the pushrod OM636 engine from the old
> 180D. It's an 1800 cc (1.8 litre) engine.
>
> I was at Martin Marietta in the early '80s when the building our lab was in
> lost power one summer. They wheeled up a semi/flatbed rig with a generator
> powered by V-12 Cat. I don't remember what the rating was, but the moving
> base carriage we used for MMU (Manned Maneuvering Unit) training used four
> 480 vac motors. The old water-cooled, analogue computer that ran this thing
> (and, I'm sure, had less computing power than a Mac Mini) surely sucked up
> some amps, too. They ran that generator 24/7 for the better part of
> 2-weeks.
>
> Mark in Lakewood, CO
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--
Sent from my mobile device
Toward freedom,
Bobby Yates Emory
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