Kohler Engines - Lombardini

Kohler Engines KDI 1903 M

Kohler Engines KDI 1903 M Componenti meccanici e trasmissioni  Kohler Engines - Lombardini

3 cylinders mechanical engine; power 42 hp 31 kW @ 2600 rpm Stage III A; torque 133 Nm @ 1500 rpm.
The KDI is the Tier 4 Final solution without a DPF. That means significant fuel savings and reduced maintenance costs. Without a DPF, you’ll never have DPF cleaning or replacement costs.
Kohler has selected the most advanced common-rail system available on the market and specifically engineered for extreme durability and longevity within arduous industrial and construction equipment applications. The 2000 bar high-pressure pump, together with the advanced multiple injection control of the solenoid-injectors, allows an excellent fuel rate control during the injection process.
The waste-gated turbocharger has been specifically tuned to minimize the turbo-lag response and provide the precise volume of air for an excellent low-end torque capability. The special design of the lubrication system guarantees extended durability of the turbocharger. The use of a charge air cooler is required to ensure the correct air inlet temperature for the optimal engine performance whilst achieving emissions
4 VALVES The 4 valves per cylinder design has been selected to enable the installation of the injectors precisely on the cylinder axis and centered with the combustion bowl. This solution allows for a symmetrical fuel atomization and distribution within the combustion bowl ensuring optimal mixing of fuel and air. The design of the combustion bowl itself together with the inlet ports shaping, have been studied and developed with CFD analysis to complete the absolute optimization of the combustion process.
The engine electronic control unit (ECU), together with the common rail injection system, is a part of the most advanced automotive style engine management system and has been specifically developed for industrial and construction equipment applications. It allows a full control of the engine calibration parameters to achieve the engine performances and emissions targets. A CAN bus link allows the ECU to interface with other electronic systems within the final application in order to optimize the engines operating parameters. Options of specific functionalities have been enabled within the ECU in order to provide OEMs with different governing characteristics ensuring total compatibility with individual equipment.
The Exhaust Gas Recirculation (EGR) system has been designed with CFD analysis and the use of comprehensive research and development resources. The chosen design of a “hot side” EGR layout will avoid valvesticking problems that are historically the most common failures seen within these systems. Exhaust gas routing across the cylinder head ensures a beneficial preliminary gas cooling before entering the EGR valve to reduce the overall dimensions of the unit to assist installation parameters.