Operating weight 659,000 - 668,000 kg
Engine output 2,240 kW/3,046 HP
(ISO 9249)
Backhoe bucket capacity 33.00 m³ @ 1.8 t/m³
Shovel capacity 34.00 m³ @ 1.8 t/m³
check this out:
great pick up for bikes he he
my favorite:
HUUUUGE monsters
- Thread starter Downhiller
- Start date
Operating weight 659,000 - 668,000 kg
Engine output 2,240 kW/3,046 HP
(ISO 9249)
Backhoe bucket capacity 33.00 m³ @ 1.8 t/m³
Shovel capacity 34.00 m³ @ 1.8 t/m³
check this out:
great pick up for bikes he he
my favorite:
Damn.....I will go shopping at the mall with the last one....sure it can take some cans...
That last one is crazy, so heavy it doesnt even have the dump part on it
With the last one, what happens if there is a beggar with a "Vietnam Vet" sign in the middle of the road. Do the trucks just pull off in diffferent directions?
What about one of these...
95 meters high, 215 meters long, 45,500 tons, cost is $100 million.
95 meters high, 215 meters long, 45,500 tons, cost is $100 million.
wtf is that ??
and yes size does matter
and yes size does matter
It's a bucket wheel excavator. Often used in Germany due to the lack of rocks in the ground.
-yonton228/timmy
-yonton228/timmy
Further proof why work in the mining industry.
I believe most of the machines above are Liebherr or Komatsu. The three axle truck is a Terex Titan.
My personal preference is for CAT gear, for some reason it just sounds the best. Big meaty, engine note that under load just sounds like its flexing it muscles a bit.
Ok, I admit it, I'm a bit diesel engine groupie.
I believe most of the machines above are Liebherr or Komatsu. The three axle truck is a Terex Titan.
My personal preference is for CAT gear, for some reason it just sounds the best. Big meaty, engine note that under load just sounds like its flexing it muscles a bit.
Ok, I admit it, I'm a bit diesel engine groupie.
nosebleed heights are what kinda deal breakers for me.
working 1600ft above sea level at -20ºC kinda > the big rigs.:biggrin:
I wonder how the big rigs keep the EXACT same speed........ not to mention taking corners. the outside one would have to go faster, but how much? how do they calculate that? really experianced drivers!
the fact that they're held together by a metal frame* would aid in keeping them at the same speed
* or barring that since it's not visible, the structure of the huge-ass dump truck itself
the way I see it, its two flatbed 18 wheelers with 1 huge monstrosity straddling the beds....the fact that they're held together by a metal frame* would aid in keeping them at the same speed
* or barring that since it's not visible, the structure of the huge-ass dump truck itself
The Most Powerful Diesel Engine in the World!
The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd built the first engines and is where some of these pictures were taken.
It is available in 6 through 14 cylinder versions, all are inline engines. These engines were designed primarily for very large container ships. Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them.
The cylinder bore is just under 38" and the stroke is just over 98". Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower. Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version. Some facts on the 14 cylinder version:
Total engine weight: 2300 tons (The crankshaft alone weighs 300 tons.)
Length: 89 feet
Height: 44 feet
Maximum power: 108,920 hp at 102 rpm
Maximum torque: 5,608,312 lb/ft at 102rpm
Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption). Fuel consumption at maximum economy is 0.260 lbs/hp/hour. At maximum economy the engine exceeds 50% thermal efficiency. That is, more than 50% of the energy in the fuel in converted to motion.
For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range.
Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.
The internals of this engine are a bit different than most automotive engines.
The top of the connecting rod is not attached directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston.
I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time.
Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide:
The crank sitting in the block (also known as a "gondola-style" bedplate). This is a 10 cylinder version.
Note the steps by each crank throw that lead down into the crankcase:
A piston & piston rod assembly. The piston is at the top. The large square plate at the bottom is where the whole assembly attaches to the crosshead:
The "spikes" on the piston rods are hollow tubes that go into the holes you can see on the bottom of the pistons (left picture) and inject oil into the inside of the piston which keeps the top of the piston from overheating. Some high-performance auto engines have a similar feature where an oil squirter nozzle squirts oil onto the bottom of the piston.
The cylinder deck (10 cylinder version). Cylinder liners are die-cast ductile cast iron. Look at the size of those head studs!:
The first completed 12 cylinder engine:
The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd built the first engines and is where some of these pictures were taken.
It is available in 6 through 14 cylinder versions, all are inline engines. These engines were designed primarily for very large container ships. Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them.
The cylinder bore is just under 38" and the stroke is just over 98". Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower. Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version. Some facts on the 14 cylinder version:
Total engine weight: 2300 tons (The crankshaft alone weighs 300 tons.)
Length: 89 feet
Height: 44 feet
Maximum power: 108,920 hp at 102 rpm
Maximum torque: 5,608,312 lb/ft at 102rpm
Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption). Fuel consumption at maximum economy is 0.260 lbs/hp/hour. At maximum economy the engine exceeds 50% thermal efficiency. That is, more than 50% of the energy in the fuel in converted to motion.
For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range.
Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.
The internals of this engine are a bit different than most automotive engines.
The top of the connecting rod is not attached directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston.
I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time.
Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide:
The crank sitting in the block (also known as a "gondola-style" bedplate). This is a 10 cylinder version.
Note the steps by each crank throw that lead down into the crankcase:
A piston & piston rod assembly. The piston is at the top. The large square plate at the bottom is where the whole assembly attaches to the crosshead:
The "spikes" on the piston rods are hollow tubes that go into the holes you can see on the bottom of the pistons (left picture) and inject oil into the inside of the piston which keeps the top of the piston from overheating. Some high-performance auto engines have a similar feature where an oil squirter nozzle squirts oil onto the bottom of the piston.
The cylinder deck (10 cylinder version). Cylinder liners are die-cast ductile cast iron. Look at the size of those head studs!:
The first completed 12 cylinder engine:
Don't forget the Komatsu D575A
Those are big...
that thing looks like the mechanized apocalipse or the subject of a bad sci-fi filmWhat about one of these...
95 meters high, 215 meters long, 45,500 tons, cost is $100 million.
its not that big but
Holy fvck!