- #FAIRBANKS MORSE SCALE SERVICE CRACKED#
- #FAIRBANKS MORSE SCALE SERVICE MANUAL#
- #FAIRBANKS MORSE SCALE SERVICE SERIES#
Fairbanks-Morse cracked the magic 2000HP barrier in a medium speed engine with the 10-cylinder 38D OP engine by 1950, using only a Roots style blower. Alco was already there with their 12-251B, also making 1800HP, however this was a 4-stroke, with a turbocharger already. The Cleveland 16-278A engine was one of the most widely used engines during the war and peaked at about 1800HP, which was about on par with the EMD 16-567C, which was introduced in 1953. Cleveland Diesel would supply over 13,600 engines (from 7-1939 thru Dec 31, 1945), be sure to read our history about Cleveland Diesel here: Cleveland Diesel Engine Division – GM’s war hero turned ugly stepsister Throughout WWII, General Motors Diesel (Cleveland Diesel, Detroit Diesel & Electro-Motive) was the leading Diesel engine supplier to the war effort. The basic operation of a turbocharger from a Garrett-AiResearch manual. The issue with adding a lone exhaust-driven turbocharger, is in periods of startup, lower idle and acceleration, the engine gets starved for air, as it is not providing enough exhaust to spin the compressor. As it is, a 2-stroke requires some form of positive displacement blower for scavenging. Turbocharging a 2-stroke engine was an entirely new concept. Even several WWII aircraft, including the B17 Bomber were turbocharged. Cleveland Diesel had a single turbocharged 4-stroke engine design during WWII, the 258S (originally a Winton engine) which was a 2000HP direct reversing engine built for subchasers. Many diesel engines benefited by use of turbocharging, but these were almost all 4-stroke engines. Now, turbocharging was not a new concept by any means. So, the solution is to try and get more horsepower out of what you already have. A common way or obtaining a higher horsepower rating, was simply to add more engines! Unfortunately, adding more engines, means more space is being taken up. In the days after WWII, medium speed, 2-stroke diesel engines essentially hit a horsepower wall, around 1600HP or so. I wanted to do a writeup on the engine, but had no place to put it! Just to put this right on top – if anybody has any stories, recollections, information, photos or documentation on these engines, PLEASE send me a message! I am trying to document these engines as best as I possibly can. The 498 engine has been shrouded in mystery over the years, and was one of the main driving forces of creating this page.
#FAIRBANKS MORSE SCALE SERVICE SERIES#
June is a the two year anniversary of this blog, and with that I am kicking off a series dedicated to the Cleveland 498 engine. A second chain was used for the camshafts and timing.
#FAIRBANKS MORSE SCALE SERVICE MANUAL#
While the manual is extremely primitive, it does illustrate that chain driven upper crankshaft assembly. I was recently able to purchase a manual, which best I can tell is from 1937, for the Fairbanks Morse 38C5 engine, the slightly newer version of that prototype mentioned above. The engines were a success, and would catch the eye of the US Navy. At the same time, a larger 8″ bore engine was introduced. The engine, with a 5″ bore and 6″ stroke was first used in a doodlebug railcar for the Milwaukee Road. The odd thing about this engine, is that it used a chain driven upper crankshaft!Ĭheck out the original patent for this engine, filed by Heinrich Schneider and Percy Brooks on behalf of Fairbanks Morse in September of 1933.īy 1938, a new welded frame was introduced, and gave the OP the appearance we all know of today, however, that upper crankshaft was still chain driven. It used a very boxy, cast iron block, with a small 5″ bore and 6″ stroke, hence the 38A5 model designation. The engine has its roots back to 1933 with a 6-cylinder design. We are all familiar with the Fairbanks Morse 38D opposed piston engine. Yeah, when I first head about that, I scratched my head also.