A shameless image thread for the enginephiles

All that has to do with the power train, gearbox, clutch, fuels and lubricants, etc. Generally the mechanical side of Formula One.
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MrPotatoHead
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Re: A shameless image thread for the enginephiles

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There is quite a ridiculous amount of oil flowing in these engines actually.
It takes a Metric crap ton of oil pressure to support a crank making that much power. They run 200+ psi of oil pressure for just that reason.
The picture shown above the threaded holes on the right are for extra fuel injectors as pointed out by ff.

The physical forces that a Top Fuel engine endures for one run down the track is mind boggling.
8 cylinders, 11,000+ BHP.
It’s no wonder that they average around 15 runs down the track before the block is too twisted to use anymore.

I’ll be in a Top Fuel shop next week I’ll see what fun things I can find to show you guys.

J.A.W.
J.A.W.
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Re: A shameless image thread for the enginephiles

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If you check back to the shot showing the 'zoomies' bolted up, ff - you can see a couple of those 'voids/ports' have blanking plates screwed across them.. question is, are the used for something, when installed for a run?
"Well, we knocked the bastard off!"

Ed Hilary on being 1st to top Mt Everest,
(& 1st to do a surface traverse across Antarctica,
in good Kiwi style - riding a Massey Ferguson farm
tractor - with a few extemporised mod's to hack the task).

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MrPotatoHead
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Re: A shameless image thread for the enginephiles

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One last clue to see if anyone guesses the true purpose I suppose.

The pockets are blind. Nothing is machined in them that isn’t obvious in the pictures. The location is the reason for their primary purpose.

roon
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Re: A shameless image thread for the enginephiles

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noice wrote:
15 Apr 2018, 07:08
Nitro engines don't even use valve seals as they don't need them.
Why is that?

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djos
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Re: A shameless image thread for the enginephiles

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MrPotatoHead wrote:
19 Apr 2018, 23:20
One last clue to see if anyone guesses the true purpose I suppose.

The pockets are blind. Nothing is machined in them that isn’t obvious in the pictures. The location is the reason for their primary purpose.
They help to prevent stress building up in the area, they are the same shape (roughly) as airplane windows.
"In downforce we trust"

63l8qrrfy6
63l8qrrfy6
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Re: A shameless image thread for the enginephiles

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To relieve thermal stresses ?

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MrPotatoHead
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Re: A shameless image thread for the enginephiles

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Mudflap wrote:
20 Apr 2018, 00:39
To relieve thermal stresses ?
Close.

johnny comelately
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Re: A shameless image thread for the enginephiles

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Bugatti Type 57 Torpedo Tourist Trophy circa 1935
Image
Configuration Straight 8
Location Front, longitudinally mounted
Construction cast iron block and head
Displacement 3,257 cc / 198.8 cu in
Bore / Stroke 72.0 mm (2.8 in) / 100.0 mm (3.9 in)
Valvetrain 2 valves / cylinder, DOHC
Fuel feed Stromberg UUR2 Carburettor
Aspiration Naturally Aspirated
Power 170 bhp / 127 kW @ 5,500 rpm
BHP/Liter 52 bhp / liter

johnny comelately
johnny comelately
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Re: A shameless image thread for the enginephiles

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Maserati 300S circa 1955
Image
Configuration Straight 6
Location Front, longitudinally mounted
Construction light alloy block and head
Displacement 2,991 cc / 182.5 cu in
Bore / Stroke 84.0 mm (3.3 in) / 90.0 mm (3.5 in)
Compression 9.5:1
Valvetrain 2 valves / cylinder, DOHC
Camshaft Gear driven
Fuel feed 3 Weber 42 DCO3 Carburettors
Ignition Twin Spark
Lubrication Dry sump
Aspiration Naturally Aspirated
Power 260 bhp / 194 kW @ 6,000 rpm
BHP/Liter 87 bhp / liter

noice
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Re: A shameless image thread for the enginephiles

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roon wrote:
19 Apr 2018, 23:32
noice wrote:
15 Apr 2018, 07:08
Nitro engines don't even use valve seals as they don't need them.
Why is that?
Valve seals are only there to keep oil from being pulled down into the intake at long periods of idle.

At full throttle on even a naturally aispirated nitro motor like A Fuel there is very low vacuum in the intake and no need for the seals.

The engine gets tore down so often it just doesnt really matter.

They also use plastic or aluminum buttons to hole the piston pin centered. There is no snap ring or spiro locks needed.

Makes dissasembly quick, not as fast as when they blow up, but still fast.

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djos
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Re: A shameless image thread for the enginephiles

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MrPotatoHead wrote:
20 Apr 2018, 04:46
Mudflap wrote:
20 Apr 2018, 00:39
To relieve thermal stresses ?
Close.
And my theory?
"In downforce we trust"

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MrPotatoHead
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Re: A shameless image thread for the enginephiles

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djos wrote:
20 Apr 2018, 23:38
MrPotatoHead wrote:
20 Apr 2018, 04:46
Mudflap wrote:
20 Apr 2018, 00:39
To relieve thermal stresses ?
Close.
And my theory?
What was your theory again? Weight?

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djos
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Re: A shameless image thread for the enginephiles

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MrPotatoHead wrote:
20 Apr 2018, 23:41
djos wrote:
20 Apr 2018, 23:38
MrPotatoHead wrote:
20 Apr 2018, 04:46


Close.
And my theory?
What was your theory again? Weight?
I did think that but now I think they help to prevent / channel stress building up in the area, they are the same shape (roughly) as airplane windows and function in similar manner.

If they weren't there then the extreme stresses in the area could lead to cracking the heads.
"In downforce we trust"

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MrPotatoHead
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Re: A shameless image thread for the enginephiles

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So here’s the deal.
If they were liquid cooled heads they would have that area machined out and then closed off to remove heat from around the exhaust valves and ports.

Because they have no cooling other than from oil and from the cooling effects of the Nitro they hollow out that area to reduce the heat sink effect between the exhaust ports. They want the heat to just go out the exhaust and not build up in the head.
It’s believed this helps prevent cylinders going out.

The welcomed side effect is a slight reduction in weight. Very slight.

Edited.
Last edited by MrPotatoHead on 22 Apr 2018, 16:23, edited 1 time in total.

wuzak
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Re: A shameless image thread for the enginephiles

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J.A.W. wrote:
05 Apr 2018, 11:50
T-C, Kestrel was of 22 litre capacity, Lion was 24.. really not so much - in it..

R-R went to 36 litres for their type R ( and Lion designer Rowledge had to revise it, with master/slave rods),
& later using the same archaic under-square B x S dimensions for the 'improved Merlin' style, Griffon..

R-R never seemed to get their own atypical designs to function properly ( viz: Vulture) but did well
with developing the nuts off their conservative V12's - to good profit, even if the Griffon was also
well shaded by the ( also 36 litre capacity) Halford/Tryon designed Napier Sabre - as a fighter mill..
The way you put things, it would seem like Napier invented the master and slave rod. Which they probably didn't. It was, of course, a necessity.

The Rolls-Royce R was a racing version of the Buzzard. The Buzzard, itself, was essentially a 6/5 scale of the Kestrel.

The Buzzard was an 800hp engine in the late 1920s, but didn't find many buyers. Possibly because it was too powerful for the airframes at the time.

To change into the R, the Buzzard was strengthened substantially, ,and a giant double sided impeller fitted.

For the 1929 Schneider races the R retained fork and blade type rods. The engine had grown by about 1,100hp compared to the Buzzard.

For the 1931 race the R was upgraded again. It was a relatively late decision to contest the Schneider Trophy that year, as the government had withdrawn financial support after the stock market crash. Private funding was found in January 1931, after which government support was again given.

The R's power increased to 2,300hp from 1,900hp, and reliability issues were causing problems, mainly with the big end bearings. These may have been of the solid metal kind, rather than the steel backed bearings developed by Allison in the US (Rolls-Royce entered a licence agreement with Allison to produce the steel backed bearings at around that time). Because of the short development time, they reverted back to the master and slave rod arrangement, which earlier Rolls-Royce engines, such as the Eagle and Falcon, had used.

For the air speed record attempt the engine was further boosted, producing as much as 2,900hp in 1931.

A Gloster VI seaplane with Napier Lion set the world air speed record at 336.3mph on 10 September 1929. The Supermarine S6, with Rolls-Royce R, reset the record at 357.7mph 2 days later.

The S6B would add nearly 50mph to the record, at 407.5mph.