Do you guys have Detroit Diesel DD15 or Daimler engines in Oz?
Darren might adapt the DD15 turbo compound system to that 600 HP 3
rotor for lower fuel burn. If Darren does it I will visit.
Here is a guy in Perth that almost did it but the supercharger exploded
around 1400
HP before he got it installed. He was going to adapt a CW R-3350 TC
blow down turbine.
Paul Lamar
http://www.youtube.com/watch?v=9XufD9b5MH0
Paul,
I am still looking into the mounting dimensions. My contact has left
Detroit
and has not called back. May be on holidays. Tripped over this
video and thought it answers part of the old engine question. How
is the RV4 coming along?
Dale Davies
Thanks for that link Dale. I can scale what I need off these screen
shots. I have the engine length numbers. What is the typical
flywheel diameter for truck engines this size?
I am working on adapting megasquirt to the rotary in the RV4.
Paul Lamar
Pretty impressive video of the Detroit, Dale. I would really like
to know what oil he used in it. I wonder if it was Schaeffer
Synthetic? That's what I use. It has moly in it as well. Also,
like to know what gasket sealer Detroit uses to build that engine.
Van
Those engines were designed for a B50 life expectancy of 1.2 million
miles.
http://ezinearticles.com/?What-Exactly-Does-B50-Life-Mean?&id=6973238
Detroit uses an anaerobic sealant for many of the sealing requirements.
These
include the flywheel housing/timing cover, that oval cover on the back of
the
head and some oil pans. It needs an absence of air to harden thus cast
aluminum covers work better than stamped tin.
To find out the oil used you would need to contact the fleet owners or
their
maintenance super. Any of the new higher quality oils should produce
similar
results. Modern oils, filters and metallurgy are far superior to a few
years ago.
These engines are impressive! One guy I had the opportunity to speak with
related that all other things equal; HP, load, etc., he got 300Km more out
of
a fill than the other fleet trucks with Cat or Cummins which go up to
1000Km's. That is 30% farther on the same amount of fuel and these engines
have exhaust valves. They are DOHC with 4 valves per cylinder.
They are available in Australia.
Dale Davies
DD is not claiming that much :) Only 5%. It is true the rotary can do much
better because there are no exhaust valves to waste kinetic energy and heat
energy.
Paul Lamar
Paul --
I have often mused about running a turbocompound-type arrangement on a race
car but, instead of driving the output of the turbine into the engine
crankshaft, put it into the output end of the transmission and send it straight
to the drive wheels. With a typical mid-engine car you could mount one
each on each output side of the gearbox, and then take the half shafts from
there. The engine would be normally-aspirated and thus you could try and make
a case that it should be allowed the higher displacement limits of being
unblown. (Probably a tough case to make.) With the slick clutch mechanism
of the DD system (I looked up on the DD website and that is, indeed, a nice
job of engineering, it seems to me) it should be only a matter of some
development to get all the gearing and so forth sorted out -- recognizing, of
course, that the development costs plenty of bucks. I figured it would work
best at someplace that doesn't have big speed differentials from straights
to corners -- as on medium to high-speed ovals, for example. Might take
some more sorting to make it work on a road course and, also, the extra weight
might not help.
And if you didn't make the thing unhook on decel it could be a real
adventure on corner entry, especially for hard braking into very slow corners.
I figure the sanctioning bodies would need about 17 seconds before
outlawing it and telling you to get it back on the trailer and the hell out of
there. It would end up as a couple of pages in a coffee-table book about
interesting but ultimately outlawed race cars, right after the Chaparral and
Brabham fan cars but before the "two-chassis" Lotus that Chapman once brought
to the Long Beach F1 race.
But that DD setup looks like a very nice piece of work and the people who
did it are to be commended.
On the other hand, what the hell do I know? I'm just a worn-out throttle
jock.
Best always --
Fuller
I spent some time and money in Oxford England at the World Motor Sport Symposium
trying to convince the F1 team engineers on turbo compound. I got some interest but
so far no hardware. Those guys spend hundreds of millions a year on engine development.
http://www.rotaryeng.net/Oxford-640-4802.wmv
Save to your hard disk first. It takes a long time to stream.
BTW the guy labeled Robin is Phd. Robin Tululia now head of Mercedes F1 technical
team. He is related to my next door neighbor here in Ventura. Small world.
Most all of the other chief engineers including Ferrari and Renault are Brits.
Joe Katz is also a professor at a S.D. college.
Paul Lamar
Here is an scale overlay of the DD15 and a 3 rotor.
What is amazing about the turbo 3 rotor is it will easily put out the same power.
No replacement for RPM and gear box for torque.
However I don't think it will last as long putting out 500 HP :)
750,000 miles at 50 MPH is 15,000 hours :)
Maybe with ceramic seals.
The DD15 turbo appears to be about the right size for the 3 rotor.
Paul Lamar
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