The Danish BUKH DV10 is a single cylinder, four stroke marine diesel engine. It was available in 3 configurations;
- DV10 M – Manual Start Only
- DV10 ME – Manual and Electric Start
- DV10 SME – Saildrive version
BUKH DV10 and DV20 are single- and two-cylinder water-cooled 4-stroke diesel engines operating on the pre-combustion chamber principle with 2-stage combustion. The engines are specially designed to comply with the heavy demands made on stability, safety and environment now.
The cylinder head is made from highly alloyed special cast iron which is most resistant to thermic and mechanical loads. Each cylinder unit is fitted with an exhaust valve and a suction valve respectively. The very big suction valve secures together with the aerodynamically designed exhaust and suction manifolds a correct flushing of the cylinders.
Both valves operate in replaceable valve guides of special cast iron which ensures high wearing qualities. The valves are fitted in the cylinder head. The replaceable valve seats are shrink fitted into the cylinder head and they are made from heat resisting special steel with high mechanical wearing quality. The valves are also made from special steel with high strength and toughness and great importance has been attached to resistance to heat.
The crankcase is made from special cast iron and is provided with strong ribs which give great toughness and strength together with the special tunnel-shaped bore to the crankshaft.
The crankshaft is made from die-forged chrome steel. Each crankshaft is fitted with special counterweights on the crank throws. These weights are balanced in order to obtain smooth running of the engine. Each crankshaft runs in two main bearings (on both DV10 and DV20) and in an intermediate bearing as well (DV20 only). The bearings are made from steel with a tin aluminium alloy which can stand up to high pressures. The crankshaft is steered in axial direction by turned surfaces on the crank throws and contact faces on the end cover (DV10) and the intermediate bearing (DV20). On the surface the engine is tightened by means of oil seal rings fitted in the end covers.
The flywheel, made from cast iron, is bolted on the crank- shaft in the engine front end. It is large-dimensioned to secure steady operation of the engine. The flywheel is fitted with a V-belt groove for driving the electrical equipment of the engine and cooling water circulating pump, if any. Further, the flywheel may be fitted with extra three-groove V-belt pulley or flat belt pulley.
The connecting rod is die forged with H-shaped section. The bearing cap forms part of the connecting rod itself. The base of the bearing is separately adapted for the individual connecting rod and is guided in proportion to this by two steel balls. The connecting rod bearings are made from steel shells with a tin aluminium alloy and are fastened in the bearing cap and the base of the bearing with two Allen steel bolts. The bearing for the piston pin consists of a special bronze bushing.
Piston and Cylinder Liner
The pistons are made from a light alloy. The combustion chamber is shaped in the piston head. The pistons are fitted with three compressing rings and an oil scraper ring. The piston pin, which is floating, is hollow and made from hardened steel. The piston pin is locked in axial direction by circlips.
The cylinder liner is made from spun cast iron with a high carbon content which gives high wearing qualities. The cylinder liner is guided in proportion to the crankcase with a recess in the top and a conical bore in the bottom. The tightening results from the specially made cylinder-head gasket and two O-rings in the conical bore.
The camshaft and the cams for activation of the suction and exhaust valves are cast in one piece in order to achieve as high strength as possible. The cams are case-hardened for great stability and resistance to wear.
The camshaft is driven by a gear-wheel on the crankshaft and by one shrink fitted on the camshaft itself. These two gear-wheels are marked in proportion to each other, and it is necessary for the operation of the engine that this marking is observed with the greatest accuracy at removal and assembling. The fuel pump cam is fitted in connection with an injection timing which alters the injection time according to the engine revolutions.
Lubricating Oil System
The engine is pressure lubricated by means of a lubricating oil pump of the rotary type (Eaton pump with high efficiency). The pump is driven by the camshaft and is placed.on the rear end cover of the engine. The lubricating oil pressure is controlled by a spring-loaded pressure relief valve.
Cooling Water System
The cooling-water temperature is thermostat-controlled which gives a constant and effective operating temperature. The engines can be delivered with either direct or indirect cooling.
The fuel is led to the engine from the fuel valve placed in the cylinder head. This valve gets fuel under high pressure from the fuel pumps which are activated from the camshaft. The fuel pumps are supplied from the fuel tank via a lift pump and an effective filter.
Components of the BUKH DV10
- Cooling water pump
- Oil dipstick
- Water drain from engine block
- Fuel lift pump with manual priming
- Fuel filter
- Exhaust pipe
- Regulating lever
- Bracket for remote control of regulating lever
- Fuel pump
- Electro-magnetic stop-coil
- Lubricating oil pump
- Bracket for remote control of reversing gear
- Reverse-reduction gear
- Coupling flange for propeller shaft
- Oil dipstick for reverse-reduction gear
- Reversible engine mountings
- Gear lever for reverse-reduction gear
- Lubricating oil filter
- Oil pressure switch
- Oil sump
- Decompression lever
- Oil filling plug
- Cooling water thermostat
- Zinc rod
- Nozzle holder
- Air cleaner with silencer
- Raised hand start
- Electric multi-plugs
Specifications of the BUKH DV10
|Number of Cylinders||1|
|Cylinder Bore||85 mm|
|Cylinder Stroke||85 mm|
(at 2000 rpm)
(at 2400 rpm)
(at 3000 rpm)
|Max Torque||2.5 Kpm (at 2700 rpm)|
|Engine Rotation Direction||Anti-clockwise (looking forward)|
|Idling Speed||900 - 1200 RPM|
|Max Inclination (fore and aft)||15°|
|Engine Weight (DV10 M)||140 Kg|
|Engine Weight (DV10 ME)||150 Kg|
|Engine Weight (DV10 SME)||160 Kg|
Do you own and maintain a BUKH DV series Marine Diesel Engine? Would you be interested in joining our panel of owners for this engine? Or maybe you would like to ask them a question. Either way, simply register with SaltWaterDiesels and start a new conversation with BUKH owners from all the seven seas. If you have time, let us know a little bit about yourself. You should know, though, that we never share email addresses with anyone else.
Recent and Current Owners’ Group Questions
Welcome to BUKH BayThis is the safe haven for asking any BUKH DV Series marine diesel engine related questions to other owners and users. Because nobody knows better than fellow owners.
Thanks for joining in the conversation. You'll need to register with the site before contributing to existing topics or asking new questions.
- This forum has 3 topics, 1 reply, and was last updated 2 months, 2 weeks ago by gartsidemarine.
- Last Post
You must be logged in to contribute to the forums. Once you’ve joined up, you can start new conversations and join old ones. Register here.