New motor for my FIA
 

Looks like a Big Block to me ... better put that in a 427 car! :eek:

I like the weber set up. Always looks great in an FIA

Well I guess I have to change the headers now! But with the extra cubes it will be worth it! Do you think I will need new spring rates to handle the new motors weight? Thanks, Matt

Might also want to look at some solid motor mounts.

FIA Mike

What does that go in?

Anything it wants!

Deisel!:CRY:

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:

Total engine weight:
2300 tons (The crankshaft alone weighs 300 tons.)

Length:
89 feet

Height:
44 feet

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.

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.

Crank & rod journals are 38" in diameter and 16" wide:

Greetings:
Thanks for the post. As a Marine Engineer, I've spent considerable time O&M'ing these type of large T/C crosshead 2 strokes both at sea and shoreside in additon to both steam and combustion turbines. Loads of fun, I still get a kick out of climbing into the crankcase via full size doors and standing on the crank throws checking stuff out. Had a crank on a similar motor snap in half a couple of years ago, that was exciting :-(. New ones don't grow on trees. As a CCX owner (428FE powered), I get the theory just fine with automotive technology, it's the practical aspect where I come up short. This CC website has been an invaluable resource.
Kirk

Must have a full time rigger just to move things around. Thanks for the info on the beast, what is the cost?

Actually, an aeroderivative gas turbine is more efficient and more powerful, inch for inch. Just not as durable under varying loads.