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Just curious, If this is a Japanese engine, how come the signs are in
Korean?
Bob W.
On Thu, 18 Feb 2010 12:01:22 -0800
"kevin lane" <n3773@comcast.net> wrote:
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> This is some engine:
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> Maximum power: 108,920 hp at 102 rpm
>
> Maximum torque: 5,608,312 lb/ft at 102rpm
>
> 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. It is available in 6 through 14 cylinder versions,
> all are inline engines. These engines were 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 111,143 cubic inches (1820 liters) and
> produces 7780 horsepower. Total displacement comes out to 1,556,002 cubic
> inches (25,480 liters) for the fourteen cylinder version.
>
> Some facts on the 14 cylinder version:
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> Total engine weight:
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> 2300 tons (The crankshaft alone weighs 300 tons.)
>
>
> Length: 89 feet
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> Height: 44 feet
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> Maximum power: 108,920 hp at 102 rpm
>
> Maximum torque: 5,608,312 lb/ft at 102rpm
>
> Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake
> Specific Fuel Consumption). Fuel consumption at maximum economy is 0.260
> 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 0..40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range.
>
> Even at its most efficient power setting, the big 14 consumes 1,660 gallons
> of heavy fuel oil per hour.
>
> A cross section of the RTA96C:
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> The internals of this engine are a bit different than most automotive
> engines.
>
> The top of the connecting rod is not attached directly to the piston. The top
> of the connecting rod attaches to a "crosshead" which rides in guide
> channels. A long piston rod then connects the crosshead to the piston.
>
> I assume this is done so the the sideways forces produced by the connecting
> rod are absorbed by the crosshead and not by the piston.. Those sideways
> forces are what makes the cylinders in an auto engine get oval-shaped over
> time.
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> The crank sitting in the block (also known as a "gondola-style"
> bedplate). This is a 10 cylinder version. Note the steps by each crank throw
> that lead down into the crankcase:
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> A piston & piston rod assembly. The piston is at the top. The large
> square plate at the bottom is where the whole assembly attaches to the
> crosshead:
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> The cylinder deck (10 cylinder version). Cylinder liners are die-cast ductile
> cast iron. Look at the size of those head studs!:
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> The first completed 12 cylinder engine:
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> ~ ~ ~
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> Kevin Lane - carpentry
> www.kevinlanecarpentry.com
--
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