Foden FD6 MK6, 6-cylinder, 2-Stroke Diesel Engine, 175BHP
At left: Engine as first viewed.
This engine was acquired in January 2017.
It is a marinised version of the Foden FD6 engine. It has the date 18-10-72 stamped on the end cylinder head and is engine Serial Number 7570.
The engine had a corroded sump allowing oil to leak out, and a replacement sump was supplied with the engine. As befitting a marine engine, it is fitted with a second (salt) water circulating pump, servicing the engine heat exchanger and the marine gearbox (since removed). A normal water pump circulates coolant in a closed system comprising the engine, water cooled manifold, and heat exchanger, with a header tank housing the thermostat.
The main feature of this engine is that IT HAS NEVER BEEN USED! The sump has since been changed over, revealing a totally clean engine internally. The engine has a Roots type blower to charge the cylinders and scavenge the exhaust, with two quite large overhead exhaust valves per cylinder. The exhaust note is said to be legendary!
The Foden engine was widely used in Foden transport vehicles, mainly short-haul duties such as concrete agitators, gravel trucks, etc. It was unsuccessful in long-haul in Australia due to overheating on long climbs in hot weather. The reason for this is that the engine is only 4.8 litres, yet in its ultimate development 225BHP was achieved, and it could not be cooled. Compare this to a Gardner 6LX of 10.45 litres developing only 150BHP. Even in this marine form, it is rated at 175BHP @ 2200RPM, a relatively high power per unit capacity. It is quite light in weight, 1270 lbs, or about 530 Kg, and has a very light flywheel.
Setting the engine up for display has involved the manufacture of a suitable mount with enough mobility to enable it to be winched onto a trailer, setting up a fuel tank and fuel lines, and a secondary water tank to provide additional cooling via the heat exchanger. Some of the cooling plumbing was lost so had to be re-created. Provision to mount two 12V batteries was required as the starter is 24V, so a full set of 24V instruments was acquired and a panel made to house them. The wiring was done professionally.
The original plumbing was all copper pipe, but since salt water would not be used again, steel pipe was sourced including preformed elbows from an exhaust supplier. Coolant will be used in the secondary water system to avoid corrosion. All the plumbing has been painted, but not the engine itself. All new hose sections and hose clamps have been fitted.
The engine started without difficulty the first time after priming of fuel was achieved, but it lost prime subsequently. This was finally traced to a bad air seal at one of the fuel filters which had been replaced. It was taken to a show after completion in late March 2017, where it could not be run much due to proximity to noise sensitive activities. during this display it was discovered the secondary coolant was not circulating, and later investigation showed the Jabsco pump had been plumbed back to front. Some reworking rectified this and it now pumps as it should.
It is now ready to be displayed in early May where it should not create as much disturbance. Below is a photo of it being loaded for transport to the event.
This engine was acquired in January 2017.
It is a marinised version of the Foden FD6 engine. It has the date 18-10-72 stamped on the end cylinder head and is engine Serial Number 7570.
The engine had a corroded sump allowing oil to leak out, and a replacement sump was supplied with the engine. As befitting a marine engine, it is fitted with a second (salt) water circulating pump, servicing the engine heat exchanger and the marine gearbox (since removed). A normal water pump circulates coolant in a closed system comprising the engine, water cooled manifold, and heat exchanger, with a header tank housing the thermostat.
The main feature of this engine is that IT HAS NEVER BEEN USED! The sump has since been changed over, revealing a totally clean engine internally. The engine has a Roots type blower to charge the cylinders and scavenge the exhaust, with two quite large overhead exhaust valves per cylinder. The exhaust note is said to be legendary!
The Foden engine was widely used in Foden transport vehicles, mainly short-haul duties such as concrete agitators, gravel trucks, etc. It was unsuccessful in long-haul in Australia due to overheating on long climbs in hot weather. The reason for this is that the engine is only 4.8 litres, yet in its ultimate development 225BHP was achieved, and it could not be cooled. Compare this to a Gardner 6LX of 10.45 litres developing only 150BHP. Even in this marine form, it is rated at 175BHP @ 2200RPM, a relatively high power per unit capacity. It is quite light in weight, 1270 lbs, or about 530 Kg, and has a very light flywheel.
Setting the engine up for display has involved the manufacture of a suitable mount with enough mobility to enable it to be winched onto a trailer, setting up a fuel tank and fuel lines, and a secondary water tank to provide additional cooling via the heat exchanger. Some of the cooling plumbing was lost so had to be re-created. Provision to mount two 12V batteries was required as the starter is 24V, so a full set of 24V instruments was acquired and a panel made to house them. The wiring was done professionally.
The original plumbing was all copper pipe, but since salt water would not be used again, steel pipe was sourced including preformed elbows from an exhaust supplier. Coolant will be used in the secondary water system to avoid corrosion. All the plumbing has been painted, but not the engine itself. All new hose sections and hose clamps have been fitted.
The engine started without difficulty the first time after priming of fuel was achieved, but it lost prime subsequently. This was finally traced to a bad air seal at one of the fuel filters which had been replaced. It was taken to a show after completion in late March 2017, where it could not be run much due to proximity to noise sensitive activities. during this display it was discovered the secondary coolant was not circulating, and later investigation showed the Jabsco pump had been plumbed back to front. Some reworking rectified this and it now pumps as it should.
It is now ready to be displayed in early May where it should not create as much disturbance. Below is a photo of it being loaded for transport to the event.
The engine has since been taken to the Sydney Classic and Antique Truck Show in late May 2017, and recently the Sydney Antique Machinery Club's "Clarendon Classic" Rally, where it attracted much attention when run, due to its spectacular exhaust note.
I note this page was wrongly identified in the sidebar as Mark Vll - it has been corrected to Mark Vl (Mk6). The Mk Vll is the turbocharged version developing 225BHP.
I note this page was wrongly identified in the sidebar as Mark Vll - it has been corrected to Mark Vl (Mk6). The Mk Vll is the turbocharged version developing 225BHP.