Post amazingly cool pictures of engines!
Discussion
GreenLandy said:
Tip of Iceberg said:
Tip of the Iceberg
Five months after the show (Turin 1982) at which river announced the fitting of the Italian built and designed VM turbo diesel to the SD1 may seem a little late for the announcement of the first "modern" British made car diesel.
The Perkins "Iceberg"is a turbocharged diesel adaptation of the 3.5 litre aluminium alloy Rover V8 petrol engine, a joint development between Perkins Engines Ltd and Land Rover Ltd, which will start production on the Rover V8 petrol engine building line at Acocks Green next September, to provide diesel power for the Land Rover and Range Rover.
First discussed three years ago, the project was originally conceived by Perkins as the diesel for the Rover 3500 car.
The started "speculative work" off their own bat, kept prodding BL but increasingly found that it was Land Rover/Range Rover who were their most enthusiastic listeneners. The V8 line at Solihull has never been by any means fully occupied, so Land Rover Ltd. who control the engine plant had spare capicity in plenty to build a diesel alongside the petrol unit. Design work proper started 18 months ago, and the legal agreement between the two companies was drawn up Spring 1983.
The arrangement leaves Perkins, who provided the design know how and entire development, with World marketing rights; they can sell the Iceberg to anybody other than another four wheel drive manufacturer, when the agreement of Land Rover must be obtained. Perkins have the option to build the engine at their huge Peterborough factory (claimed to be the world's largest diesel plant), but expect (and would prefer) to do without, either buying "core engines"(unfinished ones) for finishing and fitting themselves, or simply buying the entire unit.
Their reluctance is understandable;
Peterborough is a high volume factory, and this engine isn't a true high volume one.
The Iceberg is the first of three projects (the name is a project code, which unusually for Perkins has stuck - as a production unit.
It would be called the TV8.215 - Turbo V8 cylinder 215 cu inch ) Perkins, who since 1959 have been a wholly owned subsidiary of one of their customers, Massey Ferguson of Canada, decided some time ago that they needed to broaden their market by launching into the small high speed diesel market.
An advanced direct injection engine suitable for cars was planned and prototypes were built, but particularly in Britain, with its traditional reluctance to go diesel, and a car market in full recession, no one bit.
However, Perkins realised the obvious - that the recession means spare production capacity amongst the major car makers, which given collaboration like the Iceberg plan would provide the lower cost manufacturing of the car firm to make the Perkins designed diesel.
The Iceberg is the first of two such benevolently cuckoo like projects form Perkins.
The second was the recent announcement of a joint venture with Chrysler in North America to dieselize a range of 2.2 to 3.7 litre Chrysler car petrol engines, using a mothballed Chrysler factory to produce them.
Mate of mine has an Iceberg V8 in his garage. Lovely engine pity it couldn't contain the power of diesel Five months after the show (Turin 1982) at which river announced the fitting of the Italian built and designed VM turbo diesel to the SD1 may seem a little late for the announcement of the first "modern" British made car diesel.
The Perkins "Iceberg"is a turbocharged diesel adaptation of the 3.5 litre aluminium alloy Rover V8 petrol engine, a joint development between Perkins Engines Ltd and Land Rover Ltd, which will start production on the Rover V8 petrol engine building line at Acocks Green next September, to provide diesel power for the Land Rover and Range Rover.
First discussed three years ago, the project was originally conceived by Perkins as the diesel for the Rover 3500 car.
The started "speculative work" off their own bat, kept prodding BL but increasingly found that it was Land Rover/Range Rover who were their most enthusiastic listeneners. The V8 line at Solihull has never been by any means fully occupied, so Land Rover Ltd. who control the engine plant had spare capicity in plenty to build a diesel alongside the petrol unit. Design work proper started 18 months ago, and the legal agreement between the two companies was drawn up Spring 1983.
The arrangement leaves Perkins, who provided the design know how and entire development, with World marketing rights; they can sell the Iceberg to anybody other than another four wheel drive manufacturer, when the agreement of Land Rover must be obtained. Perkins have the option to build the engine at their huge Peterborough factory (claimed to be the world's largest diesel plant), but expect (and would prefer) to do without, either buying "core engines"(unfinished ones) for finishing and fitting themselves, or simply buying the entire unit.
Their reluctance is understandable;
Peterborough is a high volume factory, and this engine isn't a true high volume one.
The Iceberg is the first of three projects (the name is a project code, which unusually for Perkins has stuck - as a production unit.
It would be called the TV8.215 - Turbo V8 cylinder 215 cu inch ) Perkins, who since 1959 have been a wholly owned subsidiary of one of their customers, Massey Ferguson of Canada, decided some time ago that they needed to broaden their market by launching into the small high speed diesel market.
An advanced direct injection engine suitable for cars was planned and prototypes were built, but particularly in Britain, with its traditional reluctance to go diesel, and a car market in full recession, no one bit.
However, Perkins realised the obvious - that the recession means spare production capacity amongst the major car makers, which given collaboration like the Iceberg plan would provide the lower cost manufacturing of the car firm to make the Perkins designed diesel.
The Iceberg is the first of two such benevolently cuckoo like projects form Perkins.
The second was the recent announcement of a joint venture with Chrysler in North America to dieselize a range of 2.2 to 3.7 litre Chrysler car petrol engines, using a mothballed Chrysler factory to produce them.
.odyssey2200 said:
Is that a Lotus 907 motor?
Brings back nightmares about my old Jensen Healey
About as oil tight as the Torre Canyon.
912, the same thing but a longer stroke Brings back nightmares about my old Jensen Healey
About as oil tight as the Torre Canyon.
I heard all sorts of horror stories about the Lotus twincam before I pulled mine to bits but I found that half the problems were 'resolved' by having it out of the car - it's access that makes some jobs seem worse than they are. The only oil leak I had on reassembly was from the inlet cam cover (oddly, as you'd have thought the exhaust cam cover would have been more likely to drip given the lean angle) - annoyingly, the expensive (and Lotus recommended)gasket sealant wouldn't stop it but the £3 tube of blue Hylomar did
Also had a couple of stripped threads around the exhaust ports but again, easy to fix with the head on a bench rather than still in the car.
I still have a couple of spare 907 cams in their carriers; one cam has been welded back together
- not by me I hasten to add - and when I tried to flog the good one on Ebay, nobody was interested... so when I get bored I'm going to clean them up and make an ornament out of them 
moleamol said:
Ph's very own redvictor has a hugely impressive engine. Can't find any decent pictures though.
Some from the Altiss site, full details here: www.altiss.com
Redvictor gallery available here
Wedg1e said:
odyssey2200 said:
Is that a Lotus 907 motor?
Brings back nightmares about my old Jensen Healey
About as oil tight as the Torre Canyon.
912, the same thing but a longer stroke Brings back nightmares about my old Jensen Healey
About as oil tight as the Torre Canyon.
I heard all sorts of horror stories about the Lotus twincam before I pulled mine to bits but I found that half the problems were 'resolved' by having it out of the car - it's access that makes some jobs seem worse than they are. The only oil leak I had on reassembly was from the inlet cam cover (oddly, as you'd have thought the exhaust cam cover would have been more likely to drip given the lean angle) - annoyingly, the expensive (and Lotus recommended)gasket sealant wouldn't stop it but the £3 tube of blue Hylomar did
Also had a couple of stripped threads around the exhaust ports but again, easy to fix with the head on a bench rather than still in the car.
I still have a couple of spare 907 cams in their carriers; one cam has been welded back together
- not by me I hasten to add - and when I tried to flog the good one on Ebay, nobody was interested... so when I get bored I'm going to clean them up and make an ornament out of them Engine oil collected on the lower side of the cam box cover and leaked down the side of the engine and onto the exhaust (cue large amounts of Smoke)
Sadly this happened one day while quite far from home and as it had happened before I felt I could make it home.
WRONG!
One engine rebuild later ( all shells, crank regrind, head checked and skimmed) and I was away again.
A few weeks lated I spotted wiffs of smoke from the exhaust manifold again and decided enough was enough.
I have since been told by those more informed than I was that the problem was probablt caused by a previous owner tightenin the 6 10 mm bolts to try to cure the leak the first time.
This spreads the normal U shape of the cover preventing it from pinching the cork gasket.
Wish I had spotted that!could have saved a fortune!
Benni said:
A german tractor pulling team has taken a russian diesel,
and converted it to methanol.
Took them a few thousand man-hours to finish, absolute nutters.
Big deal ?
Well, it is a 7cyl. star engine, with 6 stars,
so it is 42cylinders altogether...
Bore: 160mm, stroke 170mm = 143.500 cm³
7 OHC driven by vertical shaft drive,
central valve timing adjustment
4 valve = 168 valves, roller rockers
max.rpm : 2.500 min-1
max torque: ca. 15.000 Nm
power: ~4.500 kW
There is also a BIIIG radial compressor,
fed by the largest butterfly valve I have ever seen in motorsport.
The above figures were with diesel power,
now it is estimated at ~10.000 hp with blown methanol.
It was converted to methanol, they had to fit 42 magnetos,
and 126 spark plugs !!!
This is how it works :
http://www.power-bulls.at/multimedia/video/thumb/z...
http://www.power-bulls.at/multimedia/video/thumb/z...
These are picturs from the engine conversion :
http://picasaweb.google.de/tractorpulling.sascha/B...
The driver, Paul Heistermann, has been european champion several times,
with his former tractor (can bee seen in the photo section),
driven by 4 turbines,so now he needed something different for a change.
In 07, it already proved VERY powerful on the first pulls,
video here : http://de.youtube.com/watch?v=buLIk1IWcbk&feat...
(also some great other engine sights & sounds on there)
Dragonfire will be a strong contender for the 08 championship.
Cheers,
Benni
Fascinated, I 'youtubed' it, and.....and converted it to methanol.
Took them a few thousand man-hours to finish, absolute nutters.
Big deal ?
Well, it is a 7cyl. star engine, with 6 stars,
so it is 42cylinders altogether...
Bore: 160mm, stroke 170mm = 143.500 cm³
7 OHC driven by vertical shaft drive,
central valve timing adjustment
4 valve = 168 valves, roller rockers
max.rpm : 2.500 min-1
max torque: ca. 15.000 Nm
power: ~4.500 kW
There is also a BIIIG radial compressor,
fed by the largest butterfly valve I have ever seen in motorsport.
The above figures were with diesel power,
now it is estimated at ~10.000 hp with blown methanol.
It was converted to methanol, they had to fit 42 magnetos,
and 126 spark plugs !!!
This is how it works :
http://www.power-bulls.at/multimedia/video/thumb/z...
http://www.power-bulls.at/multimedia/video/thumb/z...
These are picturs from the engine conversion :
http://picasaweb.google.de/tractorpulling.sascha/B...
The driver, Paul Heistermann, has been european champion several times,
with his former tractor (can bee seen in the photo section),
driven by 4 turbines,so now he needed something different for a change.
In 07, it already proved VERY powerful on the first pulls,
video here : http://de.youtube.com/watch?v=buLIk1IWcbk&feat...
(also some great other engine sights & sounds on there)
Dragonfire will be a strong contender for the 08 championship.
Cheers,
Benni
http://uk.youtube.com/watch?v=buLIk1IWcbk
MOTORVATOR said:
The boat has one these
That wants to be one these when it grows up
good ole mercruiser V8s, i've got a couple, a little on in the boat and a big one waiting to go in the boat.That wants to be one these when it grows up
But i think this engine deserves a mention. it's famous for so many reasons, and who wouldn't give a weeks pay to have a decent one?
Wedg1e said:
ZR1cliff said:
Wedg1e said:
ihatesissycars said:
Is that an Esprit engine?
Yes. Not quite as shiny as your motors but I did rebuild it... 
shows it before the air cleaner and covers went on, but the Esprit engine bay isn't an easy place to take piccies...
Couldn't be ar53d to clean the carbs, they'd have needed about £120-worth of gaskets to strip and rebuild. I bead-blasted most of the alloy but couldn't get the engine block in the sandblast cabinet hence the speckled finish on the block. I planned to recondition the starter motor but at that stage I just wanted to get the engine running again
More blurb at http://www.wedgeneering.co.uk/Lotus%20Esprit%20p5....
wobert said:
I worked at Lotus Engineering from '91 'til late '95.
The design work on the LT5 project pre-dated me by about 4 yrs, although they were still developing it when I joined, 93MY was running at 405 bhp IIRC.
Originally brought about by Dave Whitehead (one of the Chief Engineers) and Tony Rudd, the then Head of Engineering.
Here's a link to something that might be of interest??
Yep the later ones in the 5 year programme were running at 405hp.The design work on the LT5 project pre-dated me by about 4 yrs, although they were still developing it when I joined, 93MY was running at 405 bhp IIRC.
Originally brought about by Dave Whitehead (one of the Chief Engineers) and Tony Rudd, the then Head of Engineering.
Here's a link to something that might be of interest??
I have a copy of "Heart of the Beast",its a very interesting read and documents some of the problems they faced when designing the motor,right through to taking the donor cars out to test on a run in Europe.
One of the problems handed to them was how to get thirty plus miles to the US Gallon from a 5.7litre engine but also maintain good performance.
Testimoney to their work was when the ZR-1 set the World record with an average speed of 175.885 MPH for 24 hours,covering a distance of 4,221 miles.
And breaking 12 world records in 1990.
Aledgedly when they pulled the engine apart afterwards it showed very little sign of wear.
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