M.A. system ?reduces fuel consumption and emissions?

M.A. Turbo/Engine Design, based in Vancouver, Canada, has developed a water injection system specifically designed for retrofit to existing diesel engines which, it says, reduces both fuel consumption and emissions. The system has just been installed on two Detroit diesel engines of a ferry in San Francisco Bay?s Blue & Gold fleet. This follows the pilot installation and testing on one of four medium-speed Wärtsilä 9R32D engines on British Columbia Ferry Corporation?s ferry Queen of New Westminster and on the slow-speed Sulzer 4RTA58 engine on Cargill International?s Bebedouro. The water injection system?s developer, Dr Anatoly Mezheritsky, says it can reduce NOx emissions by up to 40%. He concedes that this is less than alternative systems (such as direct water injection and the humid air motor) can achieve. But he argues that the simplicity and cost (which he says is five to 10 times less than the alternatives) of his system, coupled to the ability to retrofit it to existing engines, make it a viable option. He adds that another advantage is that the use of water in the system prevents fouling of scavenging air coolers, air intake manifolds, suction valves and turbocharger blades, thus improving overall engine performance. The typical M.A. water injection system comprises water fine spray injectors, solenoid valves, a potable water filtration/softener system, sensors, back flow preventers and timers. Water is taken from the existing fresh water supply line through a backpressure preventer valve at 3-5 kg/cm2. It passes through a water filtration system, which is connected to water spray injectors by a copper water supply line with four solenoid valves. When the air boost temperature and boost pressure reach a preset level, solenoid no. 1 and 2 open to inject pressurised water into the hot air stream just after the compressor. The quantity of water injected is controlled by the injector?s orifices and the pressure in the water supply line. When the air boost temperature and boost pressure return below the predetermined level, solenoid no.1 and 2 close and solenoid valve no. 3 opens to drain the remaining water from the supply line. The fourth solenoid controls an injector installed before the turbocharger compressor. A timer opens the solenoid once a day and the heated water cleans the compressor wheels and blades. Canadian test bed results of the system (installed on an electronically-controlled Caterpillar 3406E engine and a mechanically-controlled Cummins NTC-350 engine) showed reduction in NOx, fuel consumption and other pollutants, without affecting engine power, according to Mezheritsky. Field tests on Queen of New Westminster, which operates between Vancouver and Vancouver Island, showed an average 25% NOx reduction, 19% particulate matter reduction and fuel savings of about 1.4%. Mezheritsky says this translates into savings of about $86,000 per year on a ferry with four similar engine outputs. On Bebedouro, a 14,540 dwt fruit juice and refrigerated cargo carrier, tests have shown a NOx reduction of 22% through the installation of the NOx reduction system on the main engine. An overhaul of one of the cylinders after 3,000 hours revealed no measurable wear to running parts, according to Mezheritsky. He adds that there also appears to be a small reduction in fuel specific consumption, which wasn?t expected. Bebedouro also has the water injection system fitted to its three auxiliary engines. Tests on these showed a NOx reduction of 27%. Mezheritsky believes the latest installation on a Blue & Gold ferry should realise NOx reduction of 35% and fuel savings of 2%.