what are the problems if any.with the new gevo250 engine . for anyone who has to work on them.i am a fan of the GM 2 CYCLE ENGINE. BUT WOULD BE OPEN TO NEW IDEAS.
DONT THROW THE BABY WITH THE BATH WATER
GE’s V250 and L250 engines are marine versions of the EVO engines used on locomotive which they say that they have delivered 3000 units. The railroad version has had problems of an unspecified nature where sub standard turbo shafts twist off sending the turbine wheel through the carbody side acrossed the country side. The marine unit sales have been considerably less. 4- v250 gen sets to Norway for oil exploration.,2- 6L250’s for a re-powered ferryboat for Cross Sound Ferries, a 16V250 to Hagler Systems Dredging for a new dredge, 2-12V250’s to Ingram Barge for a re-power a river towboat, 4- 6L250’s to Crescent towing for 2 new ship docking tugs,and 1 L250 to Dredge Supply for a new dredge.
While I only have expierance with the GE engines in locomotives, I would have to assume that they also have a tendancy to snap crankshafts, and leak water, fuel and oil from every head gasket.
As for the marine customers I listed the ferry replace a 1500 hp engine and without a larger shaft and propeller they won’t stress the engine too much. The harbor tugs are probably safe as in mt experience the load factor is about 20% ( a sea going switcher). In docking a ship they will be running in a overload condition referred as a “dead push” for up to 15 minutes. The dredges i’ m not sure about, Atlantic Dredging had a EMD engine salvaged from a wrecked Conrail locomotive running for all its worth and I know Ingram Barge will run theirs as close to a 100%, but its a repower also so may be derated to 900 rpm. Typically it takes about 3 weeks hard running to take barges from New Orleans up to St. Louis.