DS900 - DRAFT EDIT

Bore and stroke should multiply together to give the displacement of one cylinder. No two bore or strokes are the same and they are rarely in exact ratio to each other. Bore refers to the diameter of a cylinder, stroke refers to the length from when the piston is at the top to the bottom of it's travel.

3.14 * (bore/2)^2 * stroke will give displacement.

If you want a bore of 127 and a stroke of 150 then you'll have a cylinder displacement of 1.9 litres. which adds up to about 24 litres, not 25.

Doesn't work like that because your components are larger. Based off square cube law, you aren't going to have any weight savings at all. Napier was a petrol engine, itwasn't a HCCI engine like what you're using; a diesel engine with a much higher compression ratio.

IIRC, a 16 litre truck engine weighs over one tonne. For a 24 litre engine, you're looking at around 1500kg at the least.

And seriously, any more than this is just stupid.

Probably because nobody wants a 1000hp truck.

Why spend $$$$ on reinforcing the pumping system when it's not even going to make a noticeable difference on performance? The kind of chain of thought that you're going along is like that of Formula 1, where it's justified to spend 5 million to shave off a tenth of a second. It's not like that with commercial vehicles; people want something that they can afford, that isn't going to break down and isn't going to be cost intensive down the road.

After this, I think you should go and design a sports car. Just to get this power hunger out of your system so then you can design with moderation.

If you want a bore of 127 and a stroke of 150 then you'll have a cylinder displacement of 1.9 litres. which adds up to about 24 litres, not 25.

thats why I am using 19 litres to make 750bhp from 12cyls

NOT 16L over 8

having found an online piston volume calculator, and with the overall engine size of 19441L, I have calculated bore of 127, stroke 128mm, giving a total volume of 19.44L - can someone double check this please
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I thaught the increase in injector pressure is to get more efficient combustion of the fuel, allowing less to be used, and so reduce EXHAUST EMISSIONS
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No two bore or strokes are the same ??? i thaught with computer controlled milling that every pot of a modern engine will be Identical in size to its partner

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IIRC, a 16 litre truck engine weighs over one tonne. For a 24 litre engine, you're looking at around 1500kg at the least.
thats why I am going for 19 litres to generate 750 bhp NOT 24. I was saying that *in theory it would fit in the space* if you notice i dropped all the big engines, and kept the only 19 litre for that VERY REASON

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If you want a bore of 127 and a stroke of 150

I was reffering to the 6 cylinder 16 litre engine.

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having 12 cyls to do the work of 8, and requiring 3 more litres of volume to do it, im also guessing the compression ratio would be LOWER than the scania or Volvo, im guessing

I only used the napier in order to GET MY VOLUMES required for the 12 cylinders

The DS900 does NOT use an aircraft engine. remember I was after a 19 litre V12, the closest i could find was half of that napier. - I have since found a Deutz that can give me my dimensions for the math

Forza

*in theory* im guessing that a V12 in the bay of an inline 6 could be made to be 31 to 32 litres, yes it would fit but probably be a speciality vehicle! on this calculation, the 19 litre V12 will fit

This was more to do with the physical box the engine will take up when you confine it by chassis rails, cab floor above, front fender infront, gearbox behind, and axle below.

I also never thaught the 16 litre engine used in something like the volvo FH16 was over 1000kgs

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The DS900 does NOT use an aircraft engine. remember I was after a 19 litre V12, in order to be able to get 750bhpm. The closest i could find was half of that napier. - I have since found a Deutz that can give me my dimensions for the math

I understand you dont want put 24 litres in a truck

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I have added additional weight to accommodate the sleeve valve system.

this is based on additional components required the sleeve valve mechanism, (two crank shafts and additional linkages)

Sleeve valves sit where the wet-liners sit on some overhead valve and overhead cam engines sit, however they are drilled in the side and are connected to their own crank mechanism so move up and down the cylinder bores between the piston and cylinder wall as well as rotating from side to side in order to allow the inlet ports to line up with the inlet ports in the block, and the exhaust ports in the sleeve to line up with the exhaust ports in the cylinder block, depending on what part of the 4-stroke cycle the engine is at.

Also in the weight figure is the additional metal NOT removed when water passages are added, The DS900 is air cooled. This is done by boxing in the valley that forms between the V of the block, then using a large fan driven by high pressure oil on the front of the block, Air is blown through this. the fins radiate heat into this chamber and the high pressure air caused by the fan removed the air.

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in this image



I have managed to work out the length of the truck from the front lights to the back doors of the FIRST trailer to 18m,

the length of the overall combination is I am guessing NO LONGER than 32m, however can someone just check the length of the 2nd trailer (body) and the coupling distance between the first and second trailer please.

following on from the R/L 2012/2013 Volvo FH. (if it works for Volvo, its good enough for jazz!)


I have given the DS900 not only an air ride front axle, but also independent front suspension


Volvo 2012 model FH front axle, yes independent suspension.
it also looks to be air ride as well. This should improve driver comfort and safety due to improved handling.

I am looking at the possibility of independent rear suspension, Tatra do all round independent suspension but their kingframe design means I would be above my desired 1250mm 5th wheel height. Their independent front suspension design gives better ground clearance than volvo's new FH design, BUT that is done by lifting the engine up, which would reduce internal space and would mean I would loose the flat floor of the cab design, and end up with a high dogbox. If the DS900 was an off-highway tipper then this would not be a problem, and in some ways the extra ground clearance would be a benefit. however as this is a highway CoE truck I want to keep the engine as low to the ground as possible to give me as much internal space within the cab as possible, without having the cab too far off the ground.

This front axle will also be carried over to the Kvasir and Mjolnir. With the Kvasir, like the DS900 being a tag axle layout I may put independent ride on the rear by using the same front axle. this will enable me to have a tag-steer layout.

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Valvetrains are sleeve valves, after all Volvo's D13A and D16 use liners and they last for ages, the 12V71 has ports at the bottom of the cylinders which the piston has to clear in order to ingest air, whilst at the same time that air pushes exhaust gases out due to the pressure from the roots blower. So the pistons passing the ports should not be an issue there, (it never was on the detroit 2 stroke motors like the 8V71 and 12V71).

With 4 rings on the head, just like on the pistons themselves, wear on the head will be no worse than wear on the pistons, in fact as the valves move at half the speed of the pistons, they should last TWICE as long. All the head will need to carry is an injector for the diesel fuel (which will inject at somewhere around TDC-2degrees to TDC+2 degrees, I will look at various engines to see where they inject for this figure).

with a V12, an engine has:
one crank
2 cams (or 4 in a twin cam)
24 valves (may be even 48 if a 4 valve head)
24 or 48 rocker arms
24 or 48 valves and tappets
24 or 48 springs

thats a LOT of moving parts, all sapping energy, yes modern engines are good but all that energy being wasted!

A sleeve system has just
1 crank,
2 half speed cranks,
12 90deg drives
12 sleeves

larger ports also enable the engine to breathe easier, making it able to rev easier and with modern machining techniques, parts fabrication accuracy will be far better than what we had in the 1940s

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Glider Kits:
To enable Diamond Star to tailor the vehicle to individual customer needs, Engines from Caterpillar, Cummins and Detroit Diesel are offered along with gearboxes from Eaton, ZF, Allison Transmission, and Caterpillar.

Rear axles and Rear tandem drives, along with suspension components can be supplied by Meritor and Spicer.