Super Nanni
Slightly bored-out from its straight turbocharged 4.200 TD counterpart, the indirect injection 4.220 HE from Nannidiesel compares favourably with Volvo Penta's indirect injection D2-55 and Yanmar's direct injection 4JH4.
All three engines have four cylinders, natural aspiration and heat exchanger cooling.
Developing 49.3hp (based on 1hp equaling 746W) at 2800rpm, the 2197cc 4.220 HE has a cylinder bore of 87mm, a piston stroke of 92.4mm, and a compression ratio of 21:1, whereas the 4.200 TD has a 22:1 ratio. This makes the 4.220 HE an under-stressed engine for its output and would suit a direct re-power from another naturally aspirated engine that has a waterlock exhaust system. At 60mm, the exhaust outlet diameter is the same as the 4.200 TD.
The D2-55 has a whopping 23.3:1 CR while the 4JH4 has a 17.7:1 CR, allowing the latter to be cranked by hand were decompression levers fitted. But this is just a pipe dream for the 4.220 HE and D2-55. Both the Nannidiesel and Volvo Penta have glow plugs for cold starting but, due to its direct injection, the Yanmar doesn't need them.
Available with mechanical or hydraulic ZF or Technodrive (Twin Disc) gearboxes, the 4.220 HE has a 100-amp alternator as standard (compared to 60 amps for both the D2-55 and 4JH4) driven by a single vee-belt that also drives the freshwater cooling pump. The saltwater cooling pump is gear-driven from the camshaft. The exhaust manifold is freshwater-cooled and the cast iron exhaust manifold has seawater injection to reduce exhaust hose temperature. For shallow, silt-laden waterways, the 4.220 HE is available with keel cooling and a dry exhaust. An oil drain pump is fitted to simplify maintenance when the engine is shoehorned into the bilge of a full-keel yacht.
The overhead valves are operated by pushrods for reliability and, as with other small engines in the Nannidiesel range, the alternator is mounted almost at the height of the rocker cover.
The starter motor is located well up the cylinder block.
A 'B3' instrument panel including a tachometer and hour-meter, coolant temperature gauge and audible alarms for low oil pressure and high coolant temperature is standard.
COMPARISON
The 2217cc D2-55 develops 55hp at 3000rpm and the 2190cc 4JH4 develops 53.1hp at the same revs. Complete with mechanical gearbox the Volvo Penta weighs 243kg and the Yanmar 213kg, compared to 232kg for a similarly-equipped 4.220 HE.
Because all three engines are based on tractor/industrial diesels they have high torque outputs at relatively low revs. The Japan-built Kubota base and French-marinised 4.220 HE produces a peak of 157Nm at only 1400rpm, down to 127.5 at 2800rpm (Nannidiesel doesn't supply torque figures below 1400rpm).
The Japan-built Shiibaura-based and Swedish-marinised D2-55 peaks at 135Nm at 2350rpm with 120hp produced at 1400rpm and 129Nm at 3000.
The Netherlands-built and marinised 4JH4 peaks at 155Nm at 1900rpm and 126hp at 3000rpm. At 1900rpm, the 4.220 HE produces 152Nm and, at 2350rpm, it produces 142Nm. So, for torque the 4.220 HE is clearly the leader.
Unfortunately Nannidiesel doesn't supply actual fuelflow figures below 2300rpm or even a specific fuel consumption curve to enable prop-load fuel consumption to be worked out. Odd, considering torque and full load power curves are provided from 1400rpm!
Based on the scant information provided by Nannidiesel, at 2300rpm where the prop absorbs 30.6hp the fuelflow is 6.5lt/h. At 2600rpm and 41.4hp it's 9lt/h, compared to 8lt/h for 34hp and 2600rpm in the D2-55.
Because Yanmar supplies power and fuelflow figures differently to Volvo Penta, at 2500rpm where the 4HJ4's prop absorbs 28.2hp, the fuelflow is 6.3lt/h compared to 36.5hp and 8lt/h at the same revs for the 4.220 HE. At 2800rpm and wide open throttle the 4.220 HE consumes 11lt/h compared to 11.9 at 3000rpm for the 4JH4 and 12.5lt/h at the same revs for the D2-55.
So, for eight per cent more maximum power than the Nannidiesel, the Yanmar consumes eight per cent more fuel; unusual as direct injection diesels develop more power per litre of fuel than indirect engines, although exhaust emissions are higher.
The Volvo Penta develops 12 per cent more power than the Nannidiesel but consumes 14 per cent more fuel, as expected of an indirect injection engine.
SIMILAR DIMENSIONS
Complete with mechanical TMC260 straight-angle gearbox, the 4.220 HE is 960mm long, 562 wide and 627 high, whereas with a mechanical MS25A box with an eight-degree down angle output flange, the D2-55 measures 917 x 544 x 691mm. The 4JH4 is 864 x 539 x 617mm (the cover for the seawater cooling pump and alternator drive belt adds 21mm to the overall width) with a mechanical eight-degree down-angle KM35A box, so it's the most compact of the three engines.
The down-angled boxes of the Volvo Penta and Yanmar engines allow them to be mounted horizontally in most yachts, and really Nannidiesel should supply a down-angle box as standard. An indication of gear ratios wouldn't go astray, either (both Volvo Penta and Yanmar supply this info in their specs brochures) and, in view of the litigious nature of modern society, Nannidiesel should consider fitting a cover over the alternator and freshwater cooling pump drive belt.
The standard mechanical box is adequate for light to medium displacement yachts, but for motorsailers and displacement cruisers a hydraulic box would be a better choice. But it wouldn't be able to handle a freewheeling prop under sail due to lack of gearbox lubrication. Alternatively the 4.220 HE is available with down angle, vee-drive boxes or Nannidiesel's own saildrive which is available up to 62hp. Also available are a power take-off and additional alternators for high electrical loads such as a bowthruster.
For more details on the 4.220 HE, contact Peter Collins of Collins Marine on (02) 9319 5222 or email peter@collinsmarine.com.au