Just ordered my new engine.......
Just ordered my new engine.......
I'd hate to throw a rod on this baby!
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.
Installing the "thin-shell" bearings.. Crank & rod journals are 38" in diameter and 16" wide:
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:
More pics:
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.
Installing the "thin-shell" bearings.. Crank & rod journals are 38" in diameter and 16" wide:
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:
More pics:
I'd hate to throw a rod on this baby!
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.
Installing the "thin-shell" bearings.. Crank & rod journals are 38" in diameter and 16" wide:
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:
More pics:
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.
Installing the "thin-shell" bearings.. Crank & rod journals are 38" in diameter and 16" wide:
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:
More pics:
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From: DFW
thats all the pics that were in the email
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From: Among javelinas and scorpions in Zoniestan
Holy Crap! What a cool post! If you have any more pics, stats, whatever, keep 'em coming. 
It's absolutely amazing what modern technology can come up with, isn't it?
I'd have thought though, that a multiple propeller design would be superior? First, there's the redundancy factor and second, wouldn't cavitation be more of a problem in a single propeller than two?
Of course, you can always drive 2, 3, 4 or more propellers off a single engine. But, changing shaft speed on multiple propellers gives greater steering control. This would be easier with multiple engines.
- Jack
It's absolutely amazing what modern technology can come up with, isn't it?
I'd have thought though, that a multiple propeller design would be superior? First, there's the redundancy factor and second, wouldn't cavitation be more of a problem in a single propeller than two?
Of course, you can always drive 2, 3, 4 or more propellers off a single engine. But, changing shaft speed on multiple propellers gives greater steering control. This would be easier with multiple engines.
- Jack
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Joined: Mar 2003
Posts: 2,226
Likes: 42
From: So. Texas
wouldn't cavitation be more of a problem in a single propeller than two?
changing shaft speed on multiple propellers gives greater steering control. This would be easier with multiple engines.
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From: Among javelinas and scorpions in Zoniestan
Not on a single propeller of 25 feet diameter moving at the breakneck speed of 100 rpms.
On small craft yes but on ships that are over 1000' long and only 150' wide there is almost no leverage to pull from the prop shafts to effect steering. Most inland water way steerage is by the bow thrusters, not the rudder. The rudder is used in open seas only or is otherwise in a neutral position. Container ships will only do around 15-18 knots max but there are some that can go up to 25 knots but they are few as the fuel burn rate goes thru the roof at those speeds. Remember, a cargo ship is a displacement hull, not a planing hull and is not intended to be fast but efficient.
On small craft yes but on ships that are over 1000' long and only 150' wide there is almost no leverage to pull from the prop shafts to effect steering. Most inland water way steerage is by the bow thrusters, not the rudder. The rudder is used in open seas only or is otherwise in a neutral position. Container ships will only do around 15-18 knots max but there are some that can go up to 25 knots but they are few as the fuel burn rate goes thru the roof at those speeds. Remember, a cargo ship is a displacement hull, not a planing hull and is not intended to be fast but efficient.
That brings me back though to the "redundancy" factor. Two engines give you a "backup" if one fails. I'm guessing now that failure is simply not something they feel is an issue?
As an aside - that is one honkin' big engine! I'm used to thinking of the 2-strokes in railroad engines, but that one is just mind blowing!
- Jack
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Most have no starter as they run for years without being turned off. These engines also power the electrical and water systems aboard ship even when in port. Oil changes are a trip. The oil is more like sludge and is rarely changed but occasionally it will get contaminated. It's done with the engine running but not to worry, the oil sumps are huge. I've been on oil field equipment that has engine bores at 38" with strokes in the 60" range. Idle speed is 75 rpms and full out is 250 rpms. But they'll run forever as long as you keep the diesel coming. Starters for one of these types is usually a small block gas V8 engine and there are compression release valves on the diesel. Get the mass turning with the gas engine and then slam the valves closed and turn on the diesel fuel usually gets it.
