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A site dedicated to those who are fascinated by engines of all types Note: This site will be updated as drawings and photos of interest are located Stay tuned! Caddy 49 Allante V-8 neatly installed in Bobby Albrit’s 1986 Fiero GT Automotive Racing Engines The Modern Formula One Engine Leave your dog at home! Not only do these engines redline at 19000 rpms they idle–IDLE–at 4000! Weighing only 200-250 lbs with a stroke of just over an inch the typical V-10s make an amazing 900 hp from only 3 liters Double overhead cams operate four or five valves per cylinder with pneumatic valve springs After nearly poisoning people with exotic fuels pump gas is now used without boost or nitrous all motor They don’t last long the blocks are ‘junk’ after but one race—distorted and cracked–but they do get the job done before they die And when they blow up at 19000 rpms it’s truly spectacular! The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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No se suspende por lluvia ni por nada y nada sucede dos veces asi que todos mas que bienvenidos este atardecer de jueves 20 de diciembre HOY con entrada libre y gratuita desde las 19:30 horas a la Librería Aquilea para la lectura de Cosas que hacen ¡VAM! -cuarta edición- con la participación estelar de Mercedes Álvarez Flor Dávila Cecilia Reche Hernán Lucas Nicolás Pinkus y vuestro aún entusiasta amp sordo servidor ¡Nos VAMos viendo muy pronto! -también mañana viernes 21 en Yapeyú hay velada ¡VAM!-: |
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Leave your dog at home! Not only do these engines redline at 19000 rpms they idle–IDLE–at 4000! Weighing only 200-250 lbs with a stroke of just over an inch the typical V-10s make an amazing 900 hp from only 3 liters Double overhead cams operate four or five valves per cylinder with pneumatic valve springs After nearly poisoning people with exotic fuels pump gas is now used without boost or nitrous all motor They don’t last long the blocks are ‘junk’ after but one race—distorted and cracked–but they do get the job done before they die And when they blow up at 19000 rpms it’s truly spectacular! The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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Owner profile – 1991 Mercedes-Benz 560SEL with 15000 miles |
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The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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The Modern Formula One Engine Leave your dog at home! Not only do these engines redline at 19000 rpms they idle–IDLE–at 4000! Weighing only 200-250 lbs with a stroke of just over an inch the typical V-10s make an amazing 900 hp from only 3 liters Double overhead cams operate four or five valves per cylinder with pneumatic valve springs After nearly poisoning people with exotic fuels pump gas is now used without boost or nitrous all motor They don’t last long the blocks are ‘junk’ after but one race—distorted and cracked–but they do get the job done before they die And when they blow up at 19000 rpms it’s truly spectacular! The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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captcha accidenté index accidenté wordlist accidenté 4X4 accidenté 4×4 accidentés camping car accidenté diesel accidenté liste CITROEN accidentés liste FIAT accidentés liste peugeot accidentés liste renault accidentés liste véhicules accidentés monospace accidenté monospaces accidentés petit utilitaire accidenté scooters accidentés turbo diesel accidenté utilitaire accidenté utilitaires accidentés véhicule accidenté véhicules accidentés liste ALFA ROMEO accidentées liste ALPINE-RENAULT accidentées liste AUDI accidentées liste AUSTIN accidentées liste AUTOBIANCHI accidentées liste BMW accidentées liste CITROEN accidentées liste FIAT accidentées liste MERCEDES accidentées liste NISSAN accidentées liste OPEL accidentées liste peugeot accidentées liste PORSCHE accidentées liste renault accidentées liste ROVER accidentées liste SAAB accidentées liste SEAT accidentées liste TOYOTA accidentées liste voitures accidentées liste VOLKSWAGEN accidentées liste VOLVO accidentées moto accidentée motos accidentées petite voiture accidentée petites voitures accidentées petite voiture accidentée voiture accidentée voitures accidentées voitures sans permis accidentées voiturettes accidentées chocked choked damaged 4wd chocked choked damaged 4×4 chocked choked damaged car chocked choked damaged cars chocked choked damaged Coches Accidentados chocked choked damaged moto chocked choked damaged motorcycle chocked choked damaged motorcycles chocked choked damaged motos chocked choked damaged small car chocked choked damaged small cars chocked choked damaged station wagon chocked choked damaged van chocked choked damaged vehicle chocked choked damaged vehicles |
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The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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Аренда минивэна Mercedes Viano |
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Mercedes E Class – MBE98Y |
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Mercedes E-Class |
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Комплекты обшивкидля Mercedes Sprinter |
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CHO THUÊ XE 4 CHỖ MERCEDES E300 TRẮNG |
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A „szegény gazdagok” ezzel járnak – teszten a Mercedes E 200 4Matic Limited Edition |
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Odin Sphere: Leifthrasir ‘Mercedes’ actions trailer |
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Automotive Racing Engines The Modern Formula One Engine Leave your dog at home! Not only do these engines redline at 19000 rpms they idle–IDLE–at 4000! Weighing only 200-250 lbs with a stroke of just over an inch the typical V-10s make an amazing 900 hp from only 3 liters Double overhead cams operate four or five valves per cylinder with pneumatic valve springs After nearly poisoning people with exotic fuels pump gas is now used without boost or nitrous all motor They don’t last long the blocks are ‘junk’ after but one race—distorted and cracked–but they do get the job done before they die And when they blow up at 19000 rpms it’s truly spectacular! The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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Hos oss hittar du bilaccessoarer biltillbehör bilstyling som emblem fälgemblem LED styling extraljus till bil MC arbetsbil buss lastbil mm och även kraftfulla LED ramp belysning LED lampor bil ventilhattar centrumkåpor navkåpor hjulnav emblem till fälgarna för dom flesta bilmärken som Audi BMW Mercedes Volkswagen VW Volvo Skoda Opel Jaguar Porsche Ford Nissan Lexus Peugeot Land Rover Jaguar Subaru Renault KIA Range Rover Chevrolet Dodge Ford Mustang Fiat Seat Hyundai med mera Hos oss finner du dom unika och häftiga produkterna till din bil som ingen annan har Perfekt för dig som älskar detalj styling Vi erbjuder även nyckelringar med bilmärke häftiga prylar som gps sändare spionutrustning som dold kamera avlyssningsbugg mini kamera och gps tracker spårsändare för att spåra familjen båt skooter vattenskooter lastbil bilar mc buss med mera Perfekt för dig som är rädd om dina dina fordon |
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When everyone thought that there can’t be more power for Mercedes-AMG GT R we all have been proven wrong This time around a German based tuner Fostla have managed to add 64hp 65 PS/48kW and 70 Nm of torque Level 1 Performance Upgrade for Mercedes-AMG GT R enables twin-turbo 40 liter V8 engine to offer … Read More |
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No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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“Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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If there is one thing I am certain of it is that men have a hard time telling a sexy woman like myself no Especially when I am willing to throw a deep throat blowjob in to seal the deal You greet me at the door and ask me what you can help me with I tell you that I want to test drive an E class Mercedes You ask me what color and I tell you fuck me red of course You blushed a little but still grab the keys and away we go |
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I have always been a Cock Sucking Phone Sex whore that is used to using her body to get what she wants and today was no exception I got up this morning and started getting ready I hunted through my closet for just the right outfit I wanted it to cling to every inch of my body I want it to emphasis my big luscious boobs I need to make sure that when I walk into your dealership to negotiate the price on my new Mercedes that I would have no problem closing the deal |
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Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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Όλες οι υπηρεσίες μας πραγματοποιούνται με τον ιδιόκτητο στόλο μας ο οποίος αποτελείται από 19 υπερπολυτελή λεωφορεία και 9 πολυτελή TAXI μάρκας MERCEDES και SETRA |
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Der Mercedes-Benz R/C 107 SL-Club auf Facebook |
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No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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Note: This site will be updated as drawings and photos of interest are located Stay tuned! Caddy 49 Allante V-8 neatly installed in Bobby Albrit’s 1986 Fiero GT Automotive Racing Engines The Modern Formula One Engine Leave your dog at home! Not only do these engines redline at 19000 rpms they idle–IDLE–at 4000! Weighing only 200-250 lbs with a stroke of just over an inch the typical V-10s make an amazing 900 hp from only 3 liters Double overhead cams operate four or five valves per cylinder with pneumatic valve springs After nearly poisoning people with exotic fuels pump gas is now used without boost or nitrous all motor They don’t last long the blocks are ‘junk’ after but one race—distorted and cracked–but they do get the job done before they die And when they blow up at 19000 rpms it’s truly spectacular! The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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My Longtime Romance with Engines by N Jeffrey Perry–Motorhead for Life A site dedicated to those who are fascinated by engines of all types Note: This site will be updated as drawings and photos of interest are located Stay tuned! Caddy 49 Allante V-8 neatly installed in Bobby Albrit’s 1986 Fiero GT Automotive Racing Engines The Modern Formula One Engine Leave your dog at home! Not only do these engines redline at 19000 rpms they idle–IDLE–at 4000! Weighing only 200-250 lbs with a stroke of just over an inch the typical V-10s make an amazing 900 hp from only 3 liters Double overhead cams operate four or five valves per cylinder with pneumatic valve springs After nearly poisoning people with exotic fuels pump gas is now used without boost or nitrous all motor They don’t last long the blocks are ‘junk’ after but one race—distorted and cracked–but they do get the job done before they die And when they blow up at 19000 rpms it’s truly spectacular! The Ford Flathead “Huh Why that old thing” you might ask Not only was the “Flatty” a highly significant performance engine for decades the motor was not as simple as most “modern” motorheads might think For example how did the exhaust get out of the block The exhaust valves in this valve-in-block engine were located on the inside beside the intake valves but the exhaust ports were on the outside of the block So how was it done I won’t tell To improve performance aftermarket cylinder heads were made in both overhead valve and hemi designs with a recent super-trick supercharged version of this enduring classic running at Bonneville Not bad for an engine designed in the 1930s! An Engine Without a Trace of Wasted Motion It’s the Wankel engine popularly known as the Mazda rotary for this Japanese company has done more than anyone else to develop it A “darling” of the sixties—before the Fuel Crisis hit—American auto manufacturers were planning to introduce a wide variety of rotary engines from single to 4 rotor beauties with awesome performance and atrocious fuel mileage–the engine’s chief drawback When fuel prices went through the roof to an unaffordable 75 cents a gallon! the American public demanded economy cars practically overnight So long to the American Wankel engine Mazda preserved howeverand what an engine it is: No wasteful start/stop/start motions of rods and valves are involved motions that waste energy The rotor merely orbits about the fixed gears of the housing like a planetary gear setup—elegantly simple and beautiful! And now the bad new: Poor fuel mileage The shortcoming has been addressed by Mazda and with some success The last version of the super-quick RX-7 got a miserable 11 mpg The new RX-8 with its side port design is supposedly far better Time will tell Not of concern any longer is the apex seals problem: Mazda has solved this sealing challenge completely making the engine nearly bulletproof Brute horsepower has never been a problem with these engines The four rotor LeMans race motor shown below powered the only Japanese entry to win that prestigious event This photo well illustrates the innards of these interesting engines in this case a three rotor Mazda race motor The Latest Peugot WRC Race Car Those of you who follow the World Rally Championship know Peugot is a major player This year’s car features something interesting but first a little background info: WRC cars are custom built tube-framed all wheel drive race cars with four cylinder turbocharged engines making about 300 hp with a restrictor plate The universal transmission setup for these cars is a 6 speed manual Peugot has found a way to make so much mid-range torque in their new engine however that they have gone to a FOUR SPEED transmission! I have followed motor racing for many years but I’ve never heard of such a startling concept The World’s Most Successful Racing Engine No not the small block Chevy but the Rolls-Royce R-engine This remarkable engine had the distinction of holding the world’s absolute speed records in an airplane in a boat and in a car AT THE SAME TIME an achievement will never again be duplicated The records were: The air speed record was held by the Supermarine S6B in 1931 The land speed record was held by Sir Malcom Campbell with his Bluebird in 1932 1933 and 1935 The water speed record was held by Sir Henry Segrave with his Miss England II in 1930 and 1931 and Miss England III in 1932 Malcom Campbell then broke the record with his Bluebird in 1937 and in 1939 This overhead-cammed four valve per cylinder V-12 engine displaced 2240 cubic inches and made up to 2500 horsepower at a high 3200 rpms with a weight of 1630 pounds A later development of this engine became the war-winning Merlin and Griffon engines An Assortment of Aircraft Engines I have a soft spot for aircraft engines and why not They lead the field technological developments in IC engines until jets arrived had high power outputs and fascinating arrangements Think dual overhead cams and four valves per cylinder is a recent trend Not hardly for several World War One engines used this arrangement—that’s 1918 and earlier Furthermore engine blocks and heads were cast in aluminum back then and superchargers/ turbochargers were already in use Just take a look at the Napier Lion W-12 aircraft engine below and you’ll see what I mean The Rotary Aircraft Engine No not a Mazda “Wankel” engine but a multi-cylinder “backwards” engine that was very popular in WW I The crankshaft which was stationary was attached to the airframe The cylinders and crankcase which revolved at 1200 to 1300 rpms had the prop attached to it Air and fuel with castor oil lubricant entered via the hollow crankshaft to the crankcase It was then ‘sucked’ into the rotating cylinders via automatic spring-loaded intake valves The exhaust valve and the intakes as well on some later engines were cam controlled Weight for these roughly 1000 cubic inch motors was only 300-400 lbs for a reliable 100 to 130 hp For some reason perhaps interrupted airflow caused stalling throttles were not used on these engines—just a ON or OFF switch After starting the engine the ground crew had to hold the aircraft back until ‘she smoothed out’ From what I read they then had to put out grass fires started by burning castor oil hurled from the whirling exhaust ports—what a show! To be able to throttle the motor the pilot was forced to cut the ignition in and out making that BURRP! BURRP! BRURRP! sound associated with WW I aircraft Radial Engines in General In these engines the crankcase is stationary and the crankshaft revolves Each row of these great ‘round engines’ had an odd number of cylinders for valve timing reasons it’s complicated to explain with up to nine cylinders used per row To make a larger engine several rows were used culminating in the great four row R-4360 discussed below Virtually all radials were air cooled which was a natural since the cylinders stuck out in the airflow like spokes of a wheel To prevent overheating in the cramped cylinder head area every radial I know of used only two valves to allow more cooling fines Nevertheless they made excellent power per cubic inch and per pound A few motorhead considerations: Oil tended to collect in the lower cylinders after a shutdown Standard procedure with most radials was to turn them over a few revolutions to prevent hydraulic locking a lower cylinder Long push rods actuated the valves from roller lifters that ran on ‘ring cams’ that rotated about the crankcase two cams per row Thermal expansion as the engine warmed up increased the valve lash so novel designs were used to compensate The crankshaft was a built up affair with roller bearings: one bearing per end for a single row engine three for a double row etc The master rod with an even number of slave rods attached to it operated the pistons The master rod had the only con-rod bearing the slave rods’ con-rod bearings were in of the master rod itself A typical radial was the excellent Pratt and Whitney R-2800 an 18 cylinder radial that produced up to 2500 hp 2400 rpms from 2800 cubic inches with a weight of 2350 lbs Known for their exceptional reliability some R-2800 engines brought their aircraft back with an entire cylinder shot off the connecting rod merrily flailing away! The Mercedes Daimler-Benz Aircraft Engines What made these liquid cooled V-12 engines unique were that they were built upside down the cam covers were on the bottom the crank on top and that most versions of the engine used roller bearings throughout: mains rods and wristpins Why the upside down design The low profile improved a pilot’s forward vision in a fighter plane allowed for engine-mounted cannon to fire through the prop hub though it never worked right and provided a lower thrust line for the prop But why all those roller bearings One would suspect that German engineers of that period were infatuated with them or they lacked confidence in sleeve bearings Either way it was a good thing considering the brutal starting method used with these fuel-injected engines: inertial starting To wit: A small flywheel unconnected to the crankshaft was spun up to high rpms by two sweating mechanics on a hand crank like firing up a Model T Ford The pilot then engaged a clutch that connected the spinning flywheel to the crank This produced nearly instantaneous results: from zero rpms with no oil pressure to 800 rpms a split second later STILL WITH NO OIL PRESSURE! The idea behind the inertial starter was to eliminate the weight of a battery generator and starting motor The Bristol Sleeve Valve Aircraft Engine An idea whose time may yet come the Bristol sleeve valve radial engine was a reliable powerful design that was built in large numbers during WW II Instead of using poppet valves the cylinder liner had ports in them Moved by a linkage arm driven by a timing gear the liners rose and fell and rotated to open and close the exhaust or intake ports A “junk” head with centrally located spark plugs allowed the cylinder liner to move both up and down and to rotate Piston rings sealed the junk head from the moving liner In the eighteen cylinder Centaurus engine the best ever made a thundering 2520 hp was developed from 3270 cubes with an overall weight of 2695 lbs And it did this while burning 10 less fuel than conventional engines See what I mean about potential Without the scorching heat of the exhaust valves causing detonation the sleeve valve design allows higher compression ratios Their ideal centrally located spark plug location is another plus The Pratt and Whitney R-4360 Radial Engine Called the “corncob” because of it long slim and bumpy shape this 28 cylinder 4 row air-cooled radial engine was the largest radial engine to reach series production How P amp W managed to cool that last row of cylinders with air that had already gone past three rows of hot cylinders—and make it work–was pure magic Weight of this 4360 cube monster was 3600 lbs Horsepower ratings ranged from 3000 to 4360 The B-36 used six of these motors So complex was the starting drill that it took hours to get all of them running properly Ditto for the shutdown sequence or heat would damage them severely—think of a subway train with square wheels and you get the idea Engine analyzers were developed to keep all 168 cylinders running properly during the 10000 mile missions these B-36s flew—a benefit we all now share Finally Howard Hughes’ famous “Spruce Goose” that was made from birch plywood used eight of these monsters Turbo-compound Engines Another idea whose time has yet to come is the turbo-compound engine Imagine an engine with an exhaust-driven turbine similar to that used in a turbocharger that’s geared to the crank At a steady high power throttle setting the energy normally wasted in the exhaust or used to power a turbo is used to add torque to the crankshaft Before the arrival of hybrid automobiles this concept was impractical for constant high power settings are necessary to make it work But in a hybrid with the engine OFF or running strongly to charge batteries or make that hill this concept makes sense for it would improve fuel economy significantly The most successful TC engine was the Curtis Wright R-3350 turbo-compound aircraft engine a design that saw widespread use in airliners during the late piston engine era Where as the “B-29” version of this engine made 2200 horsepower the TC version pumped out a thundering 3700! And this was without a significant increase in weight or fuel consumption for the normally wasted exhaust energy was now being used Another TC engine was the little-known Allison V-1710 a V-12 design that produced nearly 3000 hp with water injection The Napier Nomad Diesel Aircraft Engine One of the most ambitious aircraft engines ever built was this Napier design: a flat 12 cylinder 2 stroke diesel aircraft engine used a 3 stage exhaust-driven turbine to provide both supercharging and a turbo-compound power boost This incredibly complex 711 liter monster produced over 3000 hp at 2000 rpms high for a diesel while weighing a reasonable 3600 lbs The advent of turboprop engines spelled the doom of this ambitious design to the relief of those who would have had to work on it But it was truly something special The “Hyper” Aircraft Engines The “Hyper” designation refers to late ie before jets took over engines of very high output for their size and weight One of the most interesting was the Napier Sabre II an engine that was actually used in WW II This was an “H” type engine with 24 relatively small cylinders arranged in four horizontal banks of 6 cylinders In essence two flat twelves sitting atop each other With a bore and stroke of 50 x 475 inches the cylinders were roughly the size of a “Rat Motor” Chevy 454 This engine used sleeve valves instead of poppet-type valves however since they provided superior airflow over four valve heads Displacement was 2238 cubes for an output of up to 3000 horsepower a relatively high 3700 rpms while weighing only 2500 lbs The sound of a Sabre engine on take off was unique to say the least An Assortment of Opposed Piston Engines A Description of Opposed Piston Type Engines This type of engine usually a diesel has two crankshafts geared to run together at each end of the engine block Between the cranks are interconnecting cylinders that serve the function of combustion chamber and valves via ports in the walls Air comes in and exhaust exits through ports in the cylinder wall Several varieties of this engine are described below: The Fairbanks Morse Engine This upright in-line opposed piston engine was very successful in WW II American submarines It was also used less successfully as a railroad engine after the war One of the best sounding diesels ever made it was built with identical cylinders in 6 8 10 and 12 cylinder variations with 2 pistons per cylinder The Navy after its disappointment with the HOR engine guess what they were called! came to rely on the Fairbanks Morse OP engine and it did not let them down Regardless of the beatings they took regardless of the extended TBO overhaul intervals these great engines ‘brought ‘em back’ every time earning the respect of the submariners who counted on them Less sterling was the engine’s use in railroads The exhaust-side piston not being cooled by the Pacific Ocean tended to run hot and seize And since the engine was a nightmare to fix ‘dead’ locomotives sat there waiting to be fixed—lots of them But she was a beauty in submarines! The British Deltic Diesel Engine: Built by Napier who reveled in complexity this fascinating engine was designed to produce maximum power in a compact shape Three crankshafts one at each apex of the triangle operated 36 pistons a the total of 18 cylinders—6 per bank The three crankshafts were geared together at the output shaft The result was a reliable 1750 hp in a smooth running compact package The major use of this engine was in British locomotives where the engines gave reliable service A version of the engine was installed in the “Nasty Class” boats used in Vietnam lower photos of a Nasty being restored at Worton Creek Marina on the Chesapeake The Junker Jumo Aircraft Diesel This opposed piston six-cylinder aircraft diesel of up to 1525 cubic inches produced roughly 1050 hp in a compact package that weighed only 1300 lbs Too underpowered for a successful military engine in WW II it would have made a great airliner engine: reliable and stingy of fuel By the time the war ended however the Junkers concern was rubble and turboprop engines were on the horizon When the Luftwaffe German air force needed a very high altitude photo reconnaissance plane to spy on the British an obsolete Junkers Ju 86 bomber was used Equipped with heavily turbocharged Jumo diesels a pressure cabin and elongated wings the aircraft was capable of amazing altitudes It took a specialized version of the Spitfire V with its pressure canopy sealed from the outside to deal with the high altitude threat Later versions of the Ju 86P with higher boosted diesels and an even greater wingspan—fully 50 greater than the fuselage length–reached an astounding 56000 feet! This was higher than most of the early jet interceptors were capable of attaining A Few Railroad Diesel Engines The Electromotive Railroad Diesel Engine Series Produced in 8 to 20 cylinder versions the EMD 2 stroke diesel is one of the most reliable smooth running long lasting and easiest to repair engines ever built This 45 degree angled Vee-type engine has it been used in railroad locomotives tugboats ferries stationary generators and a host of other uses EMD even built an engine entirely from stainless steel to use in a minesweeper designed to sweep magnetic mines The EMD engine is a far more complex engine than one would expect and it might surprise you to know how it operates: Four exhaust valves in the heads operated by a camshaft allow the exhaust to get out Ports around the cylinders allow the fresh charge to enter but how is the charge ‘sucked’ in On a ‘normal’ two-stroke engine the crankcase performs this function The EMD’s crankcase is filled with oil in the conventional fashion however so where does the air charge come from A supercharger or combination of supercharger/ turbo-charger arrangement on later engines During cranking and low speed running a gear train powers the supercharger At higher throttle the turbine wheel takes over automatically—very clever! Another surprise is in the motor’s rod bearing design: Since the force pulling UP on the piston is minimal—the cylinder is either pressured by intake air or combustion—the bearing material on the bottom half of the rod bearing is minimal a very strange sight to behold One other oddity that’s common in locomotives is the use of water only as a coolant about 700 gallons of it To prevent freezing railroad diesels are never shut off in the winter They burn minimal fuel at idle speed For added protection a temperature sensor will ‘dump’ the coolant should the engine shutdown for any reason Using that much glycol is an expense the railroads would rather avoid and leaks into the oil would cause bearing problems A ‘dead cylinder’ means a locomotive out of service so the EMD engine was designed from the outset for easy servicing Each cylinder assembly—head liner piston rocker arms etc—comes out the top after the removal of a minimum of bolts A cover in the crankcase allows one to disconnect the rod from the crank Drop in a new assembly and away you go! Displacement per cylinder of these engines and there are several variations over the years runs up to 710 cubes per cylinder—that’s 14200 cubic inches for a 20 cylinder model The later 16 cylinder engines develop a reliable 4000 hp at around 900 rpms with a weight of about 25 tons All in all an excellent design that has been updated successfully for lowered emissions and improved fuel economy The ALCO Railroad Diesel Engine At first glance this 16 cylinder 4 stroke diesel might seem rather ordinary A closer inspection would reveal a unique feature of the later ALCO American Locomotive Company designs The head used 4 valves per cylinder a not-uncommon practice What as truly unusual was that the valves were oriented IN-LINE instead of the usual practice of side-by-side Air entering the cylinders could go into the first open intake valve or slip past that one and enter the second one Ditto for the exhaust gases exiting Why ALCO did this is unknown to me but it worked for the engines were powerful and reliable Though ALCO went out of business the engines are still built for various purposes one of which is powering the Space Shuttle’s launch platform crawler with two engines Pleasure Boats with Twin Engine Installations To reduce ‘prop walk’—a sideways force that swings the stern of a boat to one side usually at an embarrassing moment like when you’re docking with a crowd about–props on some twin-engineed boats such as this 32 foot Marinette turn in opposite directions How this is accomplished is not so simple: Either the marine reverse gear transmission has an extra set of gears to make the prop spin the other way or the entire engine on one side turns ‘backasswards’ –as in this case To accomplish this neat little trick the camshaft gears that run the oil pump is reversed to turn it the other ie correct way The cam is ground ‘backwards’ to sequence the valves correctly The distributor which turns in the ‘normal direction’ off the oil pump is set up differently to operate a reversed firing order Of course the starter has to turn backwards as does the water pump alternator…Hell why not reverse the prop through the transmission and get it the heck over with! And Now the World’s Most Powerful Diesel Engine The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime mover in the world today The Aioi Works of Japan’s Diesel United Ltd built the first engines and is where some of these pictures were taken Available in 6 through 14 cylinder versions these inline engines are designed primarily for very large container ships Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them The cylinder bore is just under 38 and the stroke is just over 98 Each cylinder displaces 111143 cubic inches 1820 liters and produces 7780 horsepower Total displacement comes out to 1556002 cubic inches 25480 liters for the fourteen cylinder version Some facts on the 14 cylinder version: Total engine weight: 2300 tons The crankshaft alone weighs 300 tons Length: 89 feet Height: 44 feet Maximum power: 108920 hp at 102 rpm Maximum torque: 5608312 lb/ft at 102rpm Fuel consumption at maximum power is 0278 lbs per hp per hour Brake Specific Fuel Consumption Fuel consumption at maximum economy is 0260 lbs/hp/hour At maximum economy the engine exceeds 50 thermal efficiency That is more than 50 of the energy in the fuel in converted to motion For comparison most automotive and small aircraft engines have BSFC figures in the 040-060 lbs/hp/hr range and 25-30 thermal efficiency range Even at its most efficient power setting the big 14 consumes 1660 gallons of heavy fuel oil per hour For those of you who would like to do more research on this subject Please come back and visit again! |
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