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<blockquote data-quote="greybeard" data-source="post: 1495755" data-attributes="member: 18945"><p>Yes, cost, weight, fuel efficiency, and of course, emissions all play a part, especially cost. </p><p>Sure, you can turbo/SC big blocks too......at a cost. The old venerable Detroit Diesel is a good example. They all come with a blower by default (eliminating intake valves), but some come with a single and even dual turbos as well, to boost HP on basically the same engine. </p><p>I worked on some big in-line 900 full load rpm White Superior engines in the drilling business many times running drill rigs with a 1 million lb hookload rating. Some were NA, others had a huge turbo on them to increase HP. They were all about Cu In and torque. It's all about how much air you can pack into a cylinder..and stoichiometric mixtures. Turbo is always a cheap low weight way to add some HP, big or small engine. So is adding more cylinders of a smaller bore. Some of the other (more modern) rigs of the same capacity used Cat and Waukeshau V8, V12 engines to be able to do the same thing, but they had a much higher maintenance.</p><p> </p><p>Most tugs, locomotives, ships etc are diesel electric now (so are the drilling rigs) and that too adds more torque and better efficiency and it would work for farm tractors as well but the additional power train length, weight and cost of the generator & drive motor make that design unattractive to buyers. </p><p>(I did once work on a straight mechanical drive 'baby' tug with a 2 cycle Fairbanks engine...didn't have any kind of transmission between the engine and propeller shaft..just a clutch arrangement. To get reverse turns to 'aft', you disengaged the clutch, killed the engine, shifted a lever which moved the camshaft, and then restarted the engine in reverse rotation. A nightmare to run. There are still a few of these engines in ferries on Lake Champlain.)</p></blockquote><p></p>
[QUOTE="greybeard, post: 1495755, member: 18945"] Yes, cost, weight, fuel efficiency, and of course, emissions all play a part, especially cost. Sure, you can turbo/SC big blocks too......at a cost. The old venerable Detroit Diesel is a good example. They all come with a blower by default (eliminating intake valves), but some come with a single and even dual turbos as well, to boost HP on basically the same engine. I worked on some big in-line 900 full load rpm White Superior engines in the drilling business many times running drill rigs with a 1 million lb hookload rating. Some were NA, others had a huge turbo on them to increase HP. They were all about Cu In and torque. It's all about how much air you can pack into a cylinder..and stoichiometric mixtures. Turbo is always a cheap low weight way to add some HP, big or small engine. So is adding more cylinders of a smaller bore. Some of the other (more modern) rigs of the same capacity used Cat and Waukeshau V8, V12 engines to be able to do the same thing, but they had a much higher maintenance. Most tugs, locomotives, ships etc are diesel electric now (so are the drilling rigs) and that too adds more torque and better efficiency and it would work for farm tractors as well but the additional power train length, weight and cost of the generator & drive motor make that design unattractive to buyers. (I did once work on a straight mechanical drive 'baby' tug with a 2 cycle Fairbanks engine...didn't have any kind of transmission between the engine and propeller shaft..just a clutch arrangement. To get reverse turns to 'aft', you disengaged the clutch, killed the engine, shifted a lever which moved the camshaft, and then restarted the engine in reverse rotation. A nightmare to run. There are still a few of these engines in ferries on Lake Champlain.) [/QUOTE]
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