LEGV4801-02 - 62 - Slide/Text Reference

9/02

POWER CURVES
High Idle

Hi Idle: Maximum revolutions of

the engine with no load

00 RPM High Idle - 2262 RPM

SLIDE 32

High Idle High idle is the maximum engine speed that can be achieved with no
load on the engine as it is installed. This will vary with different
paracitic loads. The high idle shown on the engine data tag is a bare
engine high idle before any extra devices such as alternators, power
steering pumps etc. have been installed. Normal tolerances for a heavy
duty high idle is +40/-80 rpm.
The high idle screw is a stop for maximum deflection of the governor
spring which when multiplied by spring rate would give a governor
spring force.
LEGV4801-02 - 63 - Slide/Text Reference
9/02

POWER CURVES
Droop

Droop: Available engine rpm

above governed with limited
power

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 33

Droop Droop is the engine rpm above governer that is available with limited
power. The reason for this is for a smoother transition from full load to
no load. With different applications, different droop percents work
well. Truck operations prefer 7-10%, power generation requires 0-3%
and other applications generally have 5-7%.
LEGV4801-02 - 64 - Slide/Text Reference
9/02

POWER CURVES
Full Load Setting

FLS

Full Load Setting: The point at

which governed power is
produced and FLS is
achieved in the governor

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 34

FLS Full load setting is the fuel rack position required to provide advertised
governed power for an engine rating. This setting is displayed on the
engine data plate. This is the point at which the full load screw is first
in full contact with the stop or torque spring if equipped.
LEGV4801-02 - 65 - Slide/Text Reference
9/02

POWER CURVES
Full Torque Setting

FTS

FLS

Full Torque Setting: The point

at which maximum rack
position is achieved

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 35

FTS As the engine is lugged below governed speed, flyweight force lowers
with a constant governer spring force. This delta P of governor spring
force would cause the rack position to increase. Before movement can
happen, the force must first be great enough to bend the torque spring.
When the force is greater than the torque spring, the rack position
increases until the torque screw comes in contact with the solid stop.
This rack position is Full Torque Setting (FTS).
LEGV4801-02 - 66 - Slide/Text Reference
9/02

POWER CURVES
Set Point

FTS

FLS
Set Point –
Governed speed +
Set point: The point at which 20 rpm
the rack screw is in contact
with the torque spring 10% to
45% of the time

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 36

Set Point Set Point is the rpm at which the full load screw is in contact with the
torque spring between 10 and 45 percent. If we then load the engine
down 20 more rpm below set point the full load screw will be first in
contact with the torque spring 100 percent which is FLS
setting/governed. Therefore governed is always 20 rpm below where
we find set point. We set governed by use of set point since we can not
exactly determine the first point of 100 percent contact.
LEGV4801-02 - 67 - Slide/Text Reference
9/02

POWER CURVES
Horsepower Curve

Horsepower

FTS
FLS

Horsepower Curve: The

maximum horsepower
developed at a rpm with the
maximum fuel rate available
at that rpm

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 37

Horsepower curve This is the normal shape of a horsepower curve. Typically the
horsepower humps up a bit as the rpm lug below governed (stronger
torque spring with larger FTS typically). With some curves the power
remains flat for a period and then falls off (light torque spring with
smaller FTS typically). With some curves the power falls off
immediately when the engine goes below governed (no torque spring).
With each of these curve shapes, something within the governor is
different.
LEGV4801-02 - 68 - Slide/Text Reference
9/02

POWER CURVES
Fuel Rate Curve
Fuel Rate
Horse Power

FTS
FLS

Fuel Rate Curve: The maximum

fuel rate at a rpm from which the
horsepower is developed

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 38

Fuel rate curve Here we see a typical fuel rate curve. It has a similar shape to the
horsepower curve because the horsepower curve comes from the fuel
rate curve. We get peak horsepower at the point that FTS is achieved.
This is the largest injection volume and the most injections at this
volume per hour. As the engine lugs below FTS point, we keep the
same injection volume, but inject fewer times per hour. Therefore, fuel
rate goes down and due to that, horsepower goes down.
LEGV4801-02 - 69 - Slide/Text Reference
9/02

POWER CURVES
Raise High Idle

Horsepower

FTS
FLS

0 RPM Governed speed 2100 High Idle - 2262

SLIDE 39

When high idle is raised, the rpm at which we achieve FLS goes up.
Since FLS rpm is higher, set point is higher. The reason for this is
spring rate does not change, so the intersection point of FLS and the
droop curve is at a higher rpm.
Since we get FLS at a higher rpm, fuel rate at the new governed speed is
higher because we get the same injection volume more times per hour.
The same is true of FTS setting and fuel rate. The new fuel rate and
horsepower curves are as shown with the yellow curve.
LEGV4801-02 - 70 - Slide/Text Reference
9/02

POWER CURVES
Lower High Idle

Horsepower

FTS FLS

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 40

When high idle is lowered, the rpm at which we achieve FLS goes
down. Since FLS rpm is lower, set point is lower. The reason for this is
spring rate does not change, so the intersection point of FLS and the
droop curve is at a lower rpm.
Since we get FLS at a lower rpm, fuel rate at the new governed speed is
lower because we get the same injection volume less times per hour.
The same is true of FTS setting and fuel rate. The new fuel rate and
horsepower curves are as shown with the yellow curve.
LEGV4801-02 - 71 - Slide/Text Reference
9/02

POWER CURVES
Raise Rack

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 41

As FLS is raised, the engine must be at a lower rpm to find the

intersection of the droop curve and FLS. This would lower the rated
rpm, therefore lowering set point rpm.
LEGV4801-02 - 72 - Slide/Text Reference
9/02

POWER CURVES
Lower Rack

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 42

As FLS is lowed, the engine must be at a higher rpm to find the

intersection of the droop curve and FLS. This would raise the rated
rpm, therefore raising set point rpm.
LEGV4801-02 - 73 - Slide/Text Reference
9/02

POWER CURVES
Boost Curve

Boost Fuel Rate

FTS
FLS

Boost Curve: The maximum

boost at a rpm developed
from the fuel rate curve

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 43

Boost is a product of fuel rate. The amount of fuel injected along with
the availability of air produces exhaust gases which drive the
turbocharger turbine. The speed of the turbine determines the boost
coming from the turbocharger. This boost can then be diminished by
leaks and restrictions.
LEGV4801-02 - 74 - Slide/Text Reference
9/02

POWER CURVES
Increased Boost Curve

Boost
Elevated BMEP

FTS
Improved Response FLS

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 44

Boost is directly proportional to responsiveness of the engine. For

efficiency, the engine operating rpm is normally a few rpm above peak
torque. At this lower rpm, boost is lower since fuel rate is lower.
The engine, although efficient, is somewhat less responsive. To combat
this natural loss of response, a wastegate turbocharger may be installed.
With the wastegate closed, boost is elevated with the same fuel rate.
This improves the responsiveness of the engine at lower rpm.
As boost is elevated, BMEP Brake Mean Effective Pressure (Average
cylinder pressure) goes up. If this pressure is allowed to get above
engine limits, premature engine failure can occur.
LEGV4801-02 - 75 - Slide/Text Reference
9/02

POWER CURVES
Wastegate Boost Curve

Wastegate Active – Reduced BMEP

Wastegate FTS
Boost FLS
Boost

00 RPM Governed speed 2100 High Idle - 2262

SLIDE 45

To reduce possible failure rates, we use a wastegate valve to funnel

some of the exhaust gases around the turbine to limit maximum boost
and therefore limit BMEP. Plugging or clamping off the wastegate line
by the customer would cause revocation of warranty since the engine
could operate in a higher than desired BMEP range.
LEGV4801-02 - 76 - Slide/Text Reference
9/02

POWER CURVES
Torque Curve
Peak Torque

FTS FLS

Horsepower

Torque Curve: The maximum

torque value available at a
rpm. The maximum torque
value is called Peak Torque

BSFC
0 1200 RPM Governed Speed 2100 High Idle - 2262

SLIDE 46

The torque curve is the one that the customer really uses. It is the
pound feet of twisting force that propels whatever is being turned. The
torque curve does not follow the fuel rate curve. Instead it continues to
rise with lower rpm and fuel rate. This is caused by slower pistons
speeds giving the fuel more time to burn and reduced internal paracitic
loads within the engine.
LEGV4801-02 - 77 - Slide/Text Reference
9/02

POWER CURVES

Peak Torque Torque Rise

FTS
FLS
Horsepower

Torque Rise: The percentage

increase of torque between
rated and peak torque rpm

0 RPM Governed Speed 2100 High Idle - 2262

SLIDE 47

Torque rise is the percentage difference between the torque available at

rated versis the torque available at peak torque rpm. The torque of the
engine is its true power. At peak torque rpm we find the most torque
with a lowered fuel volume. Therefore the operator gets more force for
less fuel when the engine is operated at a lower rpm.
LEGV4801-02 - 78 - Slide/Text Reference
9/02

POWER CURVES
BSFC

FTS
FLS
Horsepower

BSFC: Brake Specific Fuel

Consumption is the pounds of fuel it
takes to produce one horsepower for
one hour

BSFC
0 RPM Governed Speed 2100 High Idle - 2262

SLIDE 48

The efficiency of the engine is recorded by the use of BSFC (Brake

Specific Fuel Consumption). This is the amount of fuel in pound per
horsepower hour or grams per kilowatt hour. The smaller the number,
the more efficient the engine. The engines are designed to provide the
best fuel efficiency at the recommended operating rpm. This number
changes with both rpm and power demand. The curve shown is a full
load BSFC curve.
LEGV4801-02 - 79 - Slide/Text Reference
9/02

POWER CURVES
% Droop/Overrun

Droop

FTS
FLS
Horsepower

% Droop/Overrun: The percent of

rpm increase at high idle as
compared to that at governed

BSFC
0 RPM Governed Speed 2100 High Idle - 2262

SLIDE 49

Droop or overrun is the percent of rpm the engine is allowed to run

above governed and compared to governed rpm. This droop area allows
the power to taper off at a rate that is compatable with the type of
engine operation.
No droop is desirable for Generators. They need the same rpm
regardless of power demand. Some engine governors have slight droop
that can not be adjusted out. 0-3% droop is normal for this application.
Marine, Industrial and machines normally have 5-7% droop while
trucks have 7-10% droop.