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Meet the Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine.
It is considered the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd built the first engine and is where most of these pictures come from
It is available to the customer in 6 through 14 cylinder versions, all are inline engines, primarily intended for container ships, but also an option for massive earth movers and there's even a rumor that several Pacific region navies are interested.
Now for the numbers everyone is interested in:
Every cylinder bore is just slightly under 38 inches and the total crankshaft stroke is just over 98 inches. Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower, that's PER CYLINDER!
Total displacement for the 14 cylinder version (the largest currently available) comes out to 1,556,002 cubic inches...That's right, I said over 1.5 MILLION cubes.
Some other facts I was able to dig up on the 14 cylinder version:
The total engine weighs over 2500 tons. The crankshaft alone weighs 300 tons. It's 90 feet long from the balancer to the flywheel. It's 45 feet high from the bottom of the crank case to the top of the head, and it's got an oil bag the size of an Olympic swimming pool. At 102 RPMs it makes 108,920 horsepower and over five and a half MILLION foot pounds of torque. Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.
Here is a cross section showing the unique construction. Unlike an automotive engine the piston end of the connecting rod isn't fixed directly to the piston. Instead it uses a obscure system called a crosshead/piston rod. The con rod is connected to a crosshead which rides in a guide channel. The crosshead is in turn connected to a long piston rod on top of which the piston itself sits. This is done to minimize the horizontal forces that the spinning crankshaft transmits to the piston which moves in a linear fashion in the cylinder bore. With the crosshead system these forces are absorbed by the piston rod and the crosshead itself so the piston will not wear itself and the cylinder walls into an oval shape over the engine's lifetime.
It is considered the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd built the first engine and is where most of these pictures come from
It is available to the customer in 6 through 14 cylinder versions, all are inline engines, primarily intended for container ships, but also an option for massive earth movers and there's even a rumor that several Pacific region navies are interested.
Now for the numbers everyone is interested in:
Every cylinder bore is just slightly under 38 inches and the total crankshaft stroke is just over 98 inches. Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower, that's PER CYLINDER!
Total displacement for the 14 cylinder version (the largest currently available) comes out to 1,556,002 cubic inches...That's right, I said over 1.5 MILLION cubes.
Some other facts I was able to dig up on the 14 cylinder version:
The total engine weighs over 2500 tons. The crankshaft alone weighs 300 tons. It's 90 feet long from the balancer to the flywheel. It's 45 feet high from the bottom of the crank case to the top of the head, and it's got an oil bag the size of an Olympic swimming pool. At 102 RPMs it makes 108,920 horsepower and over five and a half MILLION foot pounds of torque. Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.
Here is a cross section showing the unique construction. Unlike an automotive engine the piston end of the connecting rod isn't fixed directly to the piston. Instead it uses a obscure system called a crosshead/piston rod. The con rod is connected to a crosshead which rides in a guide channel. The crosshead is in turn connected to a long piston rod on top of which the piston itself sits. This is done to minimize the horizontal forces that the spinning crankshaft transmits to the piston which moves in a linear fashion in the cylinder bore. With the crosshead system these forces are absorbed by the piston rod and the crosshead itself so the piston will not wear itself and the cylinder walls into an oval shape over the engine's lifetime.
