COMMERCE
Subscriber Services
Classified Ads
Subscribe
Advertise
NEWS
This Month
Editorial
Letters
F/V Safety
Past Issues
ABOUT US
Contact Us
Latest Issue
Subscribe
History
MORE CONTENT
CFN Archives
Links
Each month exclusively in the PRINT edition of CFN
Along the Coast
Ask the Lobster Doc
Bearin’s
Classifieds
Coming Events
Editorial
Enforcement Report
FISH SAFE
Fleet Additions
Letters
Lobster Market Report
New Boats
News Catch
Quahog Market Report
|
Commercial Fisheries News
Volume 35 Number 10
June 2008
Fuel efficiency: Engine experts offer tips
Everyone knows the problem – soaring fuel prices – but what’s the solution? What steps can fishermen take, or at least consider, to reduce fuel use and expense?
For answers, Rick Martin, CFN publisher, recently canvassed the experts – regional marine engine distributors. They included: Bob Tokarczyk of Bell Power Systems (John Deere and Scania); Kevin Hampson and Stewart Tuttle of Milton Cat (Caterpillar); John Thomsen of Cummins Northeast (Cummins); Mike Maynard of Northern Lights (Lugger); and Tom Peacock of New England Detroit Diesel Allison (MTU/Detroit and Volvo Penta).
Here’s what they had to say. –Editor
CFN: What advantages do current electronically controlled and EPA Tier 2-compliant engines have over older models when it comes to fuel use?
Tokarczyk: Today’s engine technology provides higher injection fuel pressures, plus better controls due to the electronics, which helps balance fuel and air – all improving the combustion process.
Thomsen: That’s true, and current engines offer several other advantages, including no smoke and no odor. They’re more quiet and they provide excellent cold-weather starting. Do they automatically give you better fuel economy? Not necessarily. I have seen some very fuel-efficient older mechanically controlled engines, particularly in the lower horsepower ranges that, when properly maintained and in the right hull, do pretty well.
Tuttle: Maybe the biggest advantage of these newer electronically controlled engines is the information they give fishermen. You can look at the engine instrument panel and see, in real time, what laying back on the throttle one or two knots does to your fuel consumption, while having minimal effect on your cruising speed.
Maynard: That’s right, watch the instrument panel. Watch your turbo boost and pyrometer temperature. Keep both as low as possible. The lower the turbo boost and pyro, the less horsepower being made, and the less fuel the engine will burn.
Thomsen: I’m seeing a trend toward fishermen upgrading their engine instrument panels – going to a digital display with features like instantaneous data on fuel consumption. Not everyone is going to make the decision to throttle-back, but with current instrumentation we can give the fisherman the tools he needs to make an informed choice.
CFN: What kinds of things can the individual fisherman do this summer to improve the fuel efficiency of his current engine and boat?
Hampson: Keeping a properly tuned engine is key. Make sure you have the valves adjusted at least once a year, and be diligent about changing out your fuel and air filters to be sure they are always clean.
Tokarczyk: And keep the bottom of the boat clean. Plus, make sure your boat is correctly propped. An over-wheeled vessel will consume extra fuel.
Thomsen: It’s simple. Slow down. Reduce your engine rpm. Make sure your engine is not overloaded and that you are running the correct wheel.
Maynard: And be sure to keep the injection system well maintained.
Peacock: I’ll say it again: Cut back on the throttle, which will not only save fuel, but also will extend engine life between overhauls.
CFN: How should a fisherman approach the decision to repower for improved fuel efficiency? Is it really possible to calculate the payback period for this decision?
Tokarczyk: The decision to repower to gain better fuel efficiency is not a simple calculation. The fisherman has to look at the total cost of repowering compared to his best estimate of possible fuel savings over a period of time.
Hampson: Exactly. And to start, the fisherman really needs a good baseline of his current fuel use, not just how much he’s burning, but when and under what conditions.
Thomsen: This would be a tough decision to which there is no easy answer, but we are getting these inquiries more and more from fishermen. Trying to make the numbers work to justify a repowering based on fuel savings? Boy, unless you are downsizing horsepower that would be very hard to calculate.
Hampson: I advise fishermen to look at the age of their current engine. If you’re at 10,000-12,000 hours and looking at a potential catastrophic failure or major overhaul, this may be a good time to repower. But, I will never stick my neck out to guarantee a specific payback period for repowering. There are just too many variables.
Maynard: There is no magic. Repowering to save fuel may eventually be worth the money and effort if fuel prices continue to climb as predicted. Right now, you have to look at the fact that we have been in a trend of putting ever-larger engines into smaller boats. In my view, most boats are using significantly more fuel than they need simply because the fishermen want the boats to go fast. As other guys have said, save fuel this summer by pulling the throttle back and cruising at an efficient rpm.
Tuttle: You also have to be careful that downgrading horsepower doesn’t backfire on you. I have seen cases where a 1,000 hp diesel running at 1700 rpm delivered better fuel efficiency than an 800 hp engine running at 2000 rpm, both at the same cruising speed. In the end, the customer ultimately controls his own fuel consumption. And, despite what some of the boat builders might tell you, you do reach the breaking point where you really can’t make a hull go any faster no matter how much horsepower you throw at it. You’ll just push more water and burn more fuel.
Maynard: My point exactly. These are semi-displacement hulls, most of which were and are designed for far lower horsepower and speed than they are currently used for.
CFN: What about biofuel use? Do you permit it in your engines and what impact does it have on the engine owner’s warranty?
Tokarczyk: Most engine manufacturers allow a 5% – 20% biofuel blend, but consult your manufacturer first. Biofuel is not necessarily an ideal choice for boats. It doesn’t store well, it has a high water content making water separation very important, and it has poor cold weather performance.
Thomsen: Yes, we allow it, with no warranty implications, subject to the usage bulletins that are available from the manufacturer. I have to say though, biofuel is funny stuff. It has a very short shelf life and fishermen should definitely be suspicious of any too-good-to-be-true deals.
Tuttle: I would also tell any fisherman to be sure to get the official biofuel handout from his engine manufacturer. The fuel itself and permitted applications are constantly changing. The other thing to remember is that any marine diesel manufacturer is going to require that the biofuel you use be Alternative Fuels Trade Model (AFTM) code-certified, something you can find out from your fuel provider. Don’t be running down and grabbing a bucket of fryolator grease from the local diner. That ain’t gonna work. /cfn/
Back to story list
|
|
Tell us what you think.
