Your all time favorite engine?

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Mook

Mook

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  • #1
    no surprise to anyone here but i'm gonna go with the rb26dett....as all of you know from either my ramblings or just common knowledge, this powered all the skylines (gtr's) from 89 to 02....2.6l straight six, twin turbo, again...no brainer...

    could produce upwards and slightly over at times, 600hp on stock internals and is capable of over 1300 w/ some serious money thrown into it...

    the twin turbos are arranged so that the front turbo is powered by the front 3 cylinders and the rear turbo is powered by the rear 3 cylinders, interesting shit that i'm sure a lot of you didnt know, or maybe you did.

    also came in two other flavors, the rb26dett N1 (described in full below)

    The RB26DETT N1 is a modified version of the RB26DETT engine. Nismo (Nissan Motorsports) found that the standard RB26DETT engine required too much maintenance to use in a Group-A or Group-N race car. As an upgrade, Nismo balanced the crankshaft to a higher specification than stock, as the RB26DETT engine experiences vibrations between 7000 and 8000 rpm. The engine also has improved water channels within the engine block. The top piston rings were also upgraded to 1.2 mm. The N1 engine also received upgraded camshafts, and upgraded turbochargers.

    Although all versions of the RB26DETT N1 engine use Garrett T25 turbochargers, the specification of the turbochargers changed through the 3 generations of the RB26DETT N1 engine (R32, R33, and R34). The R32, and R33 versions used Journal Bearing T25 Turbochargers. The R34 RB26DETT N1 engine used Garrett GT25 turbo chargers (which use a Ball Bearing, and has much faster response than a Journal Bearing due to reduced friction).

    The biggest difference between the turbochargers used in the N1 engine, and the standard RB26DETT engine, is that the Turbine Wheels in the turbocharger are made from Steel, rather than the Ceramic used for the Standard RB26DETT turbochargers. The Ceramic turbine wheels are found to be very unreliable when used at higher temperatures (such as when the turbochargers are used at a higher boost pressure than stock).

    and the rb26dett z2 which was used in the z-tune, which was basically a monster skyline tuned by nismo (as cited below)

    This is the engine used in the Nissan Skyline GT-R Z-Tune. It uses the stronger RB26 N-1 block, modified with Nismo parts, bored and stroked to 2.8 L (87.0 x 77.7 mm). The end result was the RB28Z2, which puts out 500 hp (368 kW) and 540 N·m of torque [5].
    Click to read more...
     
    Mr Baytchos

    Mr Baytchos

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  • #3
    man this is tough but I got it down to 2.

    PONTIAC 455 SD
    455
    For 1970, the 428 bore was expanded to 4.152 inches, combined with a 4.21 inch stroke (105.5 mm by 106.9 mm), yielding a total displacement of 455 in³ (7.5 L). The engine became available for the first time in Pontiac Firebirds and the Pontiac GTO, as GM lifted its restrictions on the use of engines larger than 400 cubic inches (401 in some Buicks) in mid-sized cars. The Pontiac V8 design differs from other manufacturer's designs in that the external dimensions of each engine, from 326 - 455 in³ displacement, is identical. The displacement is determined internally with changes to the bore and stroke; therefore, there is no "big block" Pontiac engine. The 455 was used through 1976.
    The 455, with its "undersquare" dimensions (long stroke relative to bore), emphasized torque over hp, and was somewhat less powerful than some high-performance iterations of the 400. For 1971 Pontiac introduced a High Output, H.O., version with standard internal parts, a 4-bolt main bearing cap equipped block, and improved cylinder head design with 1/8 inch taller intake ports and special round exhaust ports for better breathing, making some 335 hp (250 kW)/224 kW (310 hp in the more accurate SAE net system), but this was an extremely rare engine (it was standard in the Firebird Trans Am. In 1973, a further refined and even stronger version, the Super Duty (SD) engine was introduced with "only" 310 hp (231 kW)/231 kW (SAE net) using a similar camshaft specifications to the Ram Air Iv 400. The 455 SD used round port cylinder heads similar to those used on the 1971 and 1972 455 HO, with specific "LS2" intake and cast iron exhaust header-manifolds. Still, it was the strongest American engine offered that year. Its power was achieved through bending of EPA emissions-testing procedures, which led engineers to de-tune the engine to 290 hp (216 kW) via a camshaft change to the same profile used in the early RAIII 400 engines for mid 1973 and 1974, after which point it was discontinued.
    While an evolution of the RAIV and H.O. engine designs, the 455 SD was a much improved engine. In addition to the more refined cylinder heads, block casting reinforcements in the lifter galley and main bearing oil pan rail area along with the addition of forged connecting rods with larger 7/16 inch diameter bolts, the SD was made with a provision for dry sump oiling from the factory. This truly was a racing engine, detuned for use in passenger cars.
    http://en.wikipedia.org/wiki/Pontiac_V8_engine


    and...

    VOLKSWAGON W16
    A W16 engine is a sixteen cylinder piston engine in a W configuration. All W16 engines consist of four banks of four cylinders (two juxtaposed V8 engine blocks), coupled to a single crankshaft.

    A Bugatti Veyron W16 engine


    Volkswagen Group currently produces W16s. Volkswagen's design is a stretched form of its W12 engine, which is itself based on technology from the VR6. The engine was introduced with the Bentley Hunaudieres concept car, a mid-engined supercar which was never intended for production and was later used in the Audi Rosemeyer concept.
    The VR6 is an inline six designed to fit in the confined engine bay of a front wheel drive car. It is very short for an inline 6 because the cylinders are staggered, even cylinders moved forward, odd cylinders moved backward to reduce the length. Joining two such designs together into a W engine creates a design that is much shorter than a V with the same number of cylinders, but not too much wider. Volkswagen's W12 engines utilize two VR6-like sets of cylinders mated at 72 degrees, and the W8 consisted of two VR4s at the 72 degree angle. In the W16 each side is made up of eight cylinders, but the 'bank' angle is increased to 90 degrees. The W16 can be thought of as two banks of two sets of VR4s joined end to end.
    Note that this design differs from the W18 engine that Volkswagen produced for its Bugatti concept cars of 1998 and 1999. The narrow angle of each set of cylinders allows just two camshafts to drive each pair of banks, so just four are needed in total. For this reason, the engine is sometimes described as a WR16.
    The VW W16 engine with four turbochargers is used to power the Bugatti Veyron 16.4 (formerly the most powerful production car), producing 1001 PS. It is also reportedly being considered for use in other VW Group products, albeit probably without turbocharging.
    http://en.wikipedia.org/wiki/W16
     
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