DF

DAIHATSU DIESEL
DE20DF
DE28DF
DE35DF
Dual-Fuel Engines
 　
Daihatsu Diesel Duel-Fuel Engines:
High Environmental Performance through
Precise and Detailed Control
Dual-fuel engines that operate on both environmentally friendly natural gas and
conventional petroleum fuel require precise control and must offer high safety and durability.
Daihatsu Diesel has incorporated the results of extensive research on the internal combustion engine
into the development of our dual-fuel engines.
Daihatsu Diesel dual-fuel engines offer accurate and stable operation on natural gas while
incorporating the excellent environmental performance inherited from the company's diesel engines,
which boast features such as a fuel injection system with high control precision,
superb fuel efficiency,
and outstanding engine durability.

DF
DAIHATSU DIESEL
DE20DF
DE28DF
DE35DF
Dual-Fuel Engines
2
 Compliance with NOx
Tier III standards in
gas mode and Tier II
standards in diesel mode
Daihatsu Diesel dual-fuel engines comply with the
IMO NOx Tier III standards when running in gas
mode and with the Tier II standards when running in
diesel mode. The operating mode can be switched
Type approval certificate as needed, such as when navigating on a sea where
clean engine operation is required or when there is
a fuel procurement issue. They can operate in the
most suitable mode according to the situation.

20
IMO Tier I regulation value
16
Diesel mode

NOx [g/kWh]
12
IMO Tier II
regulation value
8

IMO Tier III regulation value Gas mode

4

0
0 300 600 900 1200 1500
Engine Speed [min-1]

No change to engine
rotation speed when
switching to gas mode
or diesel mode
Advanced fuel injection control ensures a smooth
switchover to gas mode or diesel mode without
changing
90 the engine rotation speed. This eliminates 900

[min-1] speed [min-1]

[%] position [%]
[degCA]timing [degCA]

any output
80 interruption when switching
Engine rotationmodes.
speed 800
70 700
Speed control
■ Diesel mode
60 Diesel fuel→ Gas mode
governor Gas governor 600
fuel governor

50 Diesel fuel governor position 500

speed rotation
90 900
40 400
80 Engine rotation speed 800
Gas injection
Dieselposition

30 Gas valve open duration Diesel fuel governor position 300

70 700
Engine rotationEngine

20 Speed control
Increase at constant Decrease at constant rate
rate 200
60 Diesel fuel governor Gas governor
Completion of 600
Gas injection timing

10 Start of switchover switchover 100

Diesel fuel governor

50 Diesel fuel governor position

operation operation 500
0 0
40 0 10 20 30 40 50 60 70400
* Measurements
30 Time [sec]
Gas valve open duration Diesel fuel governor
obtainedposition 300
at 50% load
Increase at constant Decrease at constant rate
20 rate 200
Completion of
10 Start of switchover switchover 100
operation operation
0 0
0 10 20 30 40 50 60 70
* Measurements
Time [sec] obtained at 50% load

■ Gas mode → Diesel mode

90 900
[min-1] speed [min-1]
[%] position [%]
[degCA]timing [degCA]

80 Engine rotation speed

800
70 700
60 Gas injection timing 600
Diesel fuel governor position
fuel governor

50 500
speed rotation

90 900
40 Speed control 400
80 800
Gas injection
Dieselposition

Engine rotation speed

30 Gas governor Diesel fuel governor 300
70 700
Engine rotationEngine

20 200
60 Gas injection timing 600
Gas injection timing

10 Diesel fuel governor position 100

Diesel fuel governor

50 500
0 0
40 0 Speed1control 2 3 4 5 6 7 400
30 Gas governor Time Diesel * Measurements
[sec]fuel governor 300
obtained at 100% load
20 200
10 100
3
0 0
0 1 2 3 4 5 6 7
* Measurements
Time [sec] obtained at 100% load
 Sophisticated Technologies Behind High Efficiency
Technologies that have been accumulated through the development of diesel engines
were applied to develop the gas combustion system.
High-efficiency combustion is ensured in both gas mode and diesel mode operation.

Accurate fuel injection

using a common rail
A common rail system is used for the pilot fuel
Gas pipe
injection. A precise amount of high-pressure fuel (Double walled)
is injected at the optimal timing according to the
operating condition, thus helping to improve fuel
economy and reduce NOx.
Gas admission valve

Exhaust pipe

Twin nozzles
Using the two injection devices, the main nozzle
and pilot nozzle, the valve train control system
achieves optimal and precise operation in each
cycle, thus attaining high combustion efficiency.
Piston
From the Diesel injector
common rail (Water-cooled nozzle)
high-pressure From the fuel
pump injection pump

Pilot
Cylinder liner
Cylinder
injector pressure
sensor

Compatible with
various types of fuels
Gas
mode
99％ Natural gas
1% MDO/MGO (pilot fuel)
Diesel
mode
97％ MDO/MGO/HFO
3% MDO/MGO (injector cooling)
Gas pipe featuring
a double-walled
structure
The gas pipe features
a double-walled
structure for extra * The parts indicated with the red background [■ ] are
safety. modified from existing parts of conventional diesel engines.

4
 DF
Dual-Fuel Engines

Variable valve timing

mechanism
Pilot injector The valve train control system incorporates a
variable valve timing mechanism. The system
optimally controls the timing of the valve opening
Diesel injector and closing according to the engine speed and
load, thus helping to suppress NOx emission
and improve anti-knocking performance. It also
Cylinder pressure provides control to provide stable output at
sensor
startup and during low-load operation.
Change in roller Swing arm shaft
position Operated by rotary drive actuator

Fuel
injection
pump

Eccentric
Intake cam shaft
rotation

Intake air shortage occurs

Exhaust Intake at startup and under low
valve valve load operation, causing
the engine performance
to drop.(Starting failure,
Valve lift

combustion failure, etc.)

A variable valve
mechanism optimizes the
valve timing (controls the
Crank angle intake valve timing) so
solving this problem.

Swing arm
shaft
Four-stage load input for
superb load response
Camshaft Each system is optimally controlled to increase the
load from startup to maximum load in four stages
in gas mode. This achieves quick increase of the
engine speed to the usable range.

100
DE28DF
4-stage load
Max. Load Step [%]

80
input
LR rule (15-min standby)
80/Pme (2.0) = 40%
60
Other brand engine
40 5-stage load input
(example)
20

0
designed exclusively for the DF engine; other parts are 0 1 2 3 4 5 6
Number of Load Steps

5
 ■ External View

A*
H J

Height for Withdrawal of

G Piston & Rod
B
F

D E*
C

8DE35DF

■ Dimensions and Weights

Dimensions (mm) Dry weight*
Model (ton)
A B C D E F G H J
6DE20DF 5395 3245 1885 1035 4380 1000 1530 1240 2035 17.0
6DE28DF 7195 3995 2040 1300 5530 1300 2065 2020 2580 36.0
8DE28DF 9100 4055 2040 1300 7300 1300 2065 2210 3440 47.0
6DE35DF 9065 4150 2395 1780 7460 1350 2555 2050 3270 81.0
8DE35DF 10470 4150 2395 1780 8895 1350 2555 2050 4330 98.0
* Actual dimensions and weights may vary depending on the specifications of the generator unit.

■ Main Specifications
Engine model 6DE20DF 6DE28DF 8DE28DF 6DE35DF 8DE35DF

Bore x Stroke mm Φ205×300 Φ280×390 Φ350×440

Number of cylinders - 6 6 8 6 8

Rotation speed min-1 900 720/750 720

Maximum engine output kWm 890 1,730 2,300 3,060 4,080

Maximum generator output kWe 820 1,650 2,200 2,950 3,940

≦ Tier III (gas mode)

NOx emission rate -
≦ Tier II (diesel mode)

Natural gas (gas mode)

Fuel -
MDO, MGO, HFO (diesel mode)

Pilot fuel (gas mode) - MDO or MGO (approx. 1% of total heating value)

6
Backed by R&D that takes marine use into full
consideration, Daihatsu Diesel Dual-Fuel Engines
continue evolving.
At Daihatsu Diesel's Moriyama Factory, we take onboard
installation into full consideration in the research and
development of marine engines. Through the R&D
process, our dual-fuel engines have been refined and
cleared various issues that they might encounter in actual
usage. We spare no effort in R&D. For example, we have
constructed a natural gas supply facility on the premises
of the factory for the research and development of fuel
supply and storage equipment. We continue to make our
products safer and more reliable.

System overview

Silencer
Ventilation
Fan
Pressure Relief
Valve with
Flame Arrestor

Purge
Fan
Ventilation
Air Inlet

Inert Gas

FGSS
Nitrogen
LNG Tank Engine DF Engine Generator
Tank etc
Room
Cold Gas
Box Valve
Unit

7
www.dhtd.co.jp

Head Office
1-30, Oyodo Naka1-chome, Kita-ku, Osaka, 531-0076 Japan
TEL: +81-6-6454-2393 FAX: +81-6-6454-2682

Tokyo Office
2-10, Nihonbashi-Honcho 2-chome, Chuo-ku, Tokyo, 103-0023 Japan
TEL: +81-3-3279-0827 FAX: +81-3-3245-0359

Moriyama Division
45 Amura-cho, Moriyama-city, Shiga, 524-0035 Japan
TEL: +81-77-583-2551 FAX: +81-77-582-5714

Taiwan Office
c/o Marine Technical Industries Co., Ltd.
No.14 Tai-Tang RD. Lin-Hai Industrial Zone, Kaohsiung, 812 Taiwan
TEL: +886-7-803-1082 FAX: +886-7-801-9179

Daihatsu Diesel (EUROPE) Ltd.

28th Floor, One Canada Square, Canary Wharf, London E14 5AA,
United Kingdom
TEL: +44-20-3871-5000 FAX: +44-20-7512-9291

Daihatsu Diesel (AMERICA), Inc.

380 N Broadway, Suite 302, Jericho, N.Y. 11753 U.S.A.
TEL: +1-516-822-3483/4 FAX: +1-516-822-3485

Daihatsu Diesel (ASIA PACIFIC) Pte.Ltd.

16 Collyer Quay, Income at Raffles #29-02, Singapore 049318
TEL: +65-6589-9510 FAX: +65-6536-4964

Daihatsu Diesel (SHANGHAI) Co.,Ltd.

Room A-B, Floor 14, Huamin Empire Plaza, No.728, Yanan Rd.(W.),
Shanghai, 200050, China
TEL: +86-21-6225-7876/7 FAX: +86-21-6225-9299

• All information contained in this pamphlet is correct at the time of printing,

but may be subject to change without notice.

Printed in Japan
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