L250 Marine Engine Tier 3/IMO Tier II
GE's L250 Series Inline Diesel Engine offers a streamline design that is fuel-efficient and delivers continuous power from 1,518 to 1,999 kW. The L250 is specifically engineereed for th marine applications with its accessories mounted on the engine for maintenance ease and offers a full-power PTO option.
The L250 is marine-class compliant and meets U.S. EPA Tier 3 emission requirements, a proactive approach to fuel savings and emissions reduction natural to GE. Depending on the application and duty cycle, the L250 offers an average 12% fuel savings when compared to V228 engine.
The engine, available in 6- and 8-cylinder models, also offers ease of re-power as its narrow inline footprint takes in mind marine engine room constraints where space is at a premium. The narrower frame uses a similar footprint as competitive engines for minimum design change.
GE designed the L250 engine based on the successful V250 engine platform using the Six Sigma Quality design process. Together, with flexible installation and maintenance options, proven parts performance and support from GE’s worldwide distribution network, the L250 offers customers reliability and limited downtime.
The L250’s mainframe is a rugged one-piece iron casting, which provides excellent vibration-dampening characteristics and long-term stability to minimize line bore distortion. Further strength and rigidity are added by bolting main bearing caps both vertically and horizontally. The lube-oil gallery and passages are cast or drilled into the frame to provide lubrication to all vital engine areas with no pipe or hose connections within the frame, helping eliminate leaks or possible loss of lubrication.
The L250 uses a new, high-efficiency, radial flow and water-colled turbocharger to achieve EPA Tier 3 emissions without sacrificng engine performance. Depending on duty cycle and application, response time and fuel effieciency have improved over the L250 Tier 2 engines and fuel consumption has improved 5% to 6%.
Crankshaft and Engine Drive Train
The crankshaft is press-forged, high-quality alloy steel. Oil passages drilled in the crankshaft allow oil delivery to connecting rod bearings and pistons. A flywheel with ring gear for the starting motor is bolted directly to the crankshaft flange.
The multi-pipe manifold provides increased transient response and better efficiency under pulse and constant pressure operation. It is modularized with identical piping and bellows sections for all of the immediate cylinder assemblies. The bellows sections help lower the thermal and vibration-induced stresses on the exhaust system.
Intercooler and Air-Intake Manifold
The L250’s combustion air-intake system includes one intercooler mounted on the mainframe between the turbo outlet and air manifold inlet. This allows for lower fuel consumption, emissions and exhaust temperatures. For servicing, the intercooler can be removed without dismantling other engine components.
The stiff, one-piece, mid-stop liner has an integral external water jacket that removes the possibility of water leaks. An anti-polishing ring provides a durable running surface, improving lube oil consumption and liner life. The top one-third of the liner is cooled.
The L250’s power assemblies are designed to meet the high-pressure demands of the engine while adhering to strict reliability requirements and an easy-to-maintain assembly concept. Unitized cylinder assembly enables quick change-outs and increased engine uptime. Each assembly is mounted directly to the mainframe and includes liner assembly, cylinder head, intake and exhaust valves, valve linkage and a high-pressure fuel-injection pump and nozzle. This design enables excellent flow paths for combustion, lower fuel consumption and reduced emissions.
Our pistons are ruggedly designed to accommodate the high-peak firing pressure requirements of L250 engines. The pin and skirt components are also designed to yield better piston lubrication and guidance as it travels within the liner. The design helps minimize oil consumption and blow-by as well as lengthen oil life.
The camshafts on the L250 are made of sectional carbon steel forgings joined by dowel-bolted flanges, a design that simplifies component removal and replacement. Individual sections of the camshaft, rather than the entire camshaft, can be serviced or replaced.
Connecting Rod Assembly
The forged-steel connecting rods are exceptionally strong and exhibit high stiffness, which is beneficial during the engine’s lifetime. Large bearing widths with optimized oil grooves also help improve oil-film thickness and pressure, allowing for optimum performance and lower friction losses.
Designed for greater efficiency at varying speeds and loads, the L250’s electronic fuel injection features precise fuel control, increased pressure capability and refined timing. Optimization of the cam profile, injection start, injection volumes and flows, and control algorithms have produced a relatively simple system, proven reliable through extensive validation.
L250 EPA Tier 3 inline diesel engine specifications
6L250 8L250 Engine Data Number of cylinders 6 8 Stroke cycle 4 4 Cylinder arrangement inline inline Bore 250 mm (9.84 in) 250 mm (9.84 in) Stroke 320 mm (12.60 in) 320 mm (12.60 in) Compression ratio 16.8:1 16.8:1 Power output at 900 rpm Maximum continuous rating* 1,517 kW (2035 hp) 1,998 kW (2679 hp) Power output at 1,000 rpm Maximum continuous rating* 1,686 kW (2261 hp) N/A Power output at 1,050 rpm Maximum continuous rating* 1,770 kW (2374 hp) N/A Engine dimensions Length 4,674 mm (184 in) 5,564 mm (219 in) Width 1,950 mm (77 in)
1,950 mm (77 in)
Height including sump 2,827 mm (111 in) 2,931 mm (115 in) Crankshaft center line to sump 940 mm (37 in) 940 mm (37 in) Crankshaft center line to mounting feet 308 mm (12 in) 308 mm (12 in) Exhaust diameter 256 mm (10 in) 310 mm (12 in) Dry weight 18,411 kg (35,000 lbs) 20,856 kg (42,000 lbs)