See also Radial Airplane Engines.
 |
| Old Engine posted A 12-cylinder Nordberg diesel radial engine. This engine displaced 29,556 cu in (484.3 L) and produced around 2,000 hp (1,500 kW). Note the fuel injector in the center of the cylinder head. The Nordberg radial offered several advantages over the stationary inline engines that were the current standard. With its cylinders horizontal, the Nordberg radial’s output shaft was in a vertical position. Although the engine was built primarily to generate power for the electrolytic reduction of aluminum, its arrangement was perfect for pumping applications. In addition, the configuration of the radial made it more compact and much lighter than a comparative inline engine. The Nordberg radial took up about half the space of an equally powerful inline engine and could be installed on a much lighter foundation. The Nordberg radial was first introduced in 1947. The first engines were spark-ignition natural gas burning units that quickly established themselves as reliable and economical. These engines had two spark plugs located in the cylinder head. A single cam on the crankshaft actuated a gas valve for each cylinder. This gas valve allowed the natural gas into the incoming scavenging air for the cylinder. Nordberg continued to develop the radial as its use spread to central power stations and various pumping applications, primarily for flood control and at sewage treatment plants. Nordberg soon developed a diesel version of the engine and a version that could run on a mixture of diesel and natural gas, which Nordberg dubbed Duafuel. The Duafuel engine could run on 100% diesel or as little as 5% diesel and 95% natural gas. This flexibility allowed the engine to operate with the most economical fuel mixture possible. In the diesel and Duafuel engines, the single cam now actuated a fuel pump for each cylinder, and the diesel fuel injector was in the center of the cylinder head. Sean Brady postedA 12-cylinder Nordberg diesel radial engine. This engine displaced 29,556 cu in (484.3 L) and produced around 2,000 hp (1,500 kW). Note the fuel injector in the center of the cylinder head. The Nordberg radial offered several advantages over the stationary inline engines that were the current standard. With its cylinders horizontal, the Nordberg radial’s output shaft was in a vertical position. Although the engine was built primarily to generate power for the electrolytic reduction of aluminum, its arrangement was perfect for pumping applications. In addition, the configuration of the radial made it more compact and much lighter than a comparative inline engine. The Nordberg radial took up about half the space of an equally powerful inline engine and could be installed on a much lighter foundation. The Nordberg radial was first introduced in 1947. The first engines were spark-ignition natural gas burning units that quickly established themselves as reliable and economical. These engines had two spark plugs located in the cylinder head. A single cam on the crankshaft actuated a gas valve for each cylinder. This gas valve allowed the natural gas into the incoming scavenging air for the cylinder. Nordberg continued to develop the radial as its use spread to central power stations and various pumping applications, primarily for flood control and at sewage treatment plants. Nordberg soon developed a diesel version of the engine and a version that could run on a mixture of diesel and natural gas, which Nordberg dubbed Duafuel. The Duafuel engine could run on 100% diesel or as little as 5% diesel and 95% natural gas. This flexibility allowed the engine to operate with the most economical fuel mixture possible. In the diesel and Duafuel engines, the single cam now actuated a fuel pump for each cylinder, and the diesel fuel injector was in the center of the cylinder head. The History of Mechanics posted Nordberg Radial Stationary Engine. In the photo below, A 12-cylinder Nordberg diesel radial engine. This engine displaced 29,556 cu in (484.3 L) and produced around 2,000 hp (1,500 kW). Note the fuel injector in the center of the cylinder head. Details in the first comment. Details: https://amazing.caphemoingay.com/nordberg-radial.../ |
Sean Brady posted two photos with the comment:
A 12-cylinder Nordberg diesel radial engine. This engine displaced 29,556 cu in (484.3 L) and produced around 2,000 hp (1,500 kW). Note the fuel injector in the center of the cylinder head.The Nordberg radial offered several advantages over the stationary inline engines that were the current standard. With its cylinders horizontal, the Nordberg radial’s output shaft was in a vertical position. Although the engine was built primarily to generate power for the electrolytic reduction of aluminum, its arrangement was perfect for pumping applications. In addition, the configuration of the radial made it more compact and much lighter than a comparative inline engine. The Nordberg radial took up about half the space of an equally powerful inline engine and could be installed on a much lighter foundation.The Nordberg radial was first introduced in 1947. The first engines were spark-ignition natural gas burning units that quickly established themselves as reliable and economical. These engines had two spark plugs located in the cylinder head. A single cam on the crankshaft actuated a gas valve for each cylinder. This gas valve allowed the natural gas into the incoming scavenging air for the cylinder.Nordberg continued to develop the radial as its use spread to central power stations and various pumping applications, primarily for flood control and at sewage treatment plants. Nordberg soon developed a diesel version of the engine and a version that could run on a mixture of diesel and natural gas, which Nordberg dubbed Duafuel. The Duafuel engine could run on 100% diesel or as little as 5% diesel and 95% natural gas. This flexibility allowed the engine to operate with the most economical fuel mixture possible. In the diesel and Duafuel engines, the single cam now actuated a fuel pump for each cylinder, and the diesel fuel injector was in the center of the cylinder head.
Steve McPhail: I find it interesting that this engine produces only 4.1 HP per litre , whereas typical car engines produce more like 100 HP per litre. I'm guessing it's rated for high reliability long service.
Ronald Harder: Horsepower is a function of torque and RPM. Presumably this motor operates at a fairly low rpm.
I actually looked it up and found that these motors ran at 400 rpm. So that explains it.
 |
| 1 |
 |
| 2 |
 |
| PlaneHistoria posted [The comment is the same as Sean's comment above.] Noela Richardson: they made two and four stroke engines. Also conventional master rod designs. Even number of cylinders were two strokes and odd number obviously four stroke. So many options, not just the fuels. Bernard Brown: I would guess that the diesel is used to start and run the engine at idle. All the rest of the power is introduced by adding NG. In many places like sawmills and sugarcane farms there’s lots of biomass spoils. In those places a generator was started on diesel, but attached to an incinerator/ burn chamber, and the smoke after being filtered was used to the intake of the diesel generator to run it at full power. Patrick O'Donnell: Wait a minute...these really have that many cubic inches, yet over 10 times the displacement of an R2800 radial aircraft engine, that also has 2,000hp?? It's all torque?? That must be an impressive number.... Scott DeWitt: Patrick O'Donnell an R2800 needs an overhaul after 2000 hours, and in some applications as little as 350 hours. These Nordbergs will run constantly for 10-20 years without an overhaul. Ed Mellinger: I don't suppose a recording exists of the sound of one running? Because it seems like that would be awesome. What was the RPM for rated power? Andrew Billington: Ed Mellinger From my recollection of the three I once saw rated speed was 400-500RPM but I might be incorrect it was a long long time ago. Johan Schuilenburg: Ed Mellinger https://youtu.be/u5p7GIJ9fz0?si=g45XXZhH0kX7qy2M [Several comments asked about the torque, but there were no answers.] |
 |
| I Love Engine posted This Perrier-Cadillac 41-75 was a unique, experimental "three-in-one" engine developed in Australia during World War II to provide a high-performance powerplant for domestic tank production. Designed by French engineer Robert Perrier, it was created to simplify and improve upon the previous "cloverleaf" engine arrangement used in the Sentinel AC1 tank. By mounting three standard 346 cubic inch Cadillac Series 75 V8 engines radially around a common, locally fabricated crankcase, Perrier produced a 24-cylinder unit that was lighter, more compact, and more powerful than the system it replaced. The technical layout involved one V8 engine mounted vertically on top of the central crankcase, with the other two positioned 60 degrees to the left and right. This configuration was specifically engineered for the Australian Cruiser Tank Mark III, also known as the "Thunderbolt". While each of the three engine sections retained its own independent water pump and accessories, they shared a single, integrated cooling system and radiator. This streamlined design allowed for better space management inside the tank's hull and avoided the mechanical complexity of using multiple separate drive shafts. In terms of performance, the Perrier-Cadillac displaced a massive 1,039 cubic inches (17.0 L) and delivered a rated output of 397 horsepower. The entire assembly weighed approximately 3,000 lbs (1,360 kg). A key feature of the engine was its central combining gear, which coupled the crankshafts of all three V8 sections into a single output shaft. This arrangement reduced mechanical power losses compared to earlier designs and even allowed individual engine sections to be decoupled from the drive gear if necessary. Ultimately, the Perrier-Cadillac engine only saw limited use, as the Australian cruiser tank program was scaled back when American and British tanks became more readily available. Only one AC3 Thunderbolt was fully assembled with this engine, and it is now preserved at the Australian War Memorial in Canberra. Although it never entered mass production, the engine remains a remarkable example of wartime improvisation and the creative adaptation of civilian luxury car components for heavy military combat. [A comment implies that is not a lot of horsepower for that size. Some comments said that it probably had good torque. Other comments indicate that was the state of technology in 1940s "before computers could calculate ideal flow rates and metallurgy was all trial and error.." ] Aaron Abel: Check out the Chrysler 30 cylinder tank engine, 5, i-6 engines glued together! Robert Muller: The followed chryslers design which was 5 - 6 cylinders put together for their tank engine. Scott Twombly: Robert Muller and it was considered to have be very reliable. Bunny Honey: Only really posible due to the caddys engine having exhaust and intake ports in the valley |
And a photo of the 6 -i6 engine that are referenced in the above comments.
 |
| John Corey commented on the above post Ah, that's NOTING, compared to the Chrysler A57 Multi-bank: 5 in-line 6's ganged onto a single output shaft, also for tank use and very much a success in the WW@ Lend-Lease program. I still have a wall-mount single bezel containing 5 identical vacuum gauges, that was used to match-tune the carburetors! ( https://en.wikipedia.org/wiki/Chrysler_A57_multibank ) |
 |
| Dr Engines posted The 1940 Chrysler tank engine refers to the Chrysler A57 Multibank, a unique and ambitious powerplant developed during World War II for use in American military tanks, most notably the M3A4 Lee and M4A4 Sherman. Faced with a shortage of suitable large-displacement engines for armored vehicles early in the war, Chrysler designed the A57 as a stopgap solution by combining five 250.6 cubic inch inline-6 engines, originally used in civilian vehicles, into a single radial-style configuration around a common crankcase. This 30-cylinder engine displaced 1,253 cubic inches (20.5 liters) and produced around 425 horsepower. Each bank of six cylinders operated with its own carburetor, distributor, and fuel system, making the A57 a complex but surprisingly reliable engine in practice. While it was heavier and more complicated than some other tank engines, it met the urgent wartime production needs and allowed Chrysler to quickly convert automotive production lines to military use. The Chrysler A57 Multibank was eventually phased out in favor of more powerful and efficient engines like the Ford GAA V8 and Continental R975 radial, but it remains a fascinating example of wartime ingenuity and American industrial flexibility. [I'd like to see a photo of just the "common crankcase."] |
 |
| Terry Trump posted This cutaway illustration of the Napier Deltic diesel engine by illegible, shows the triangular arrangement of the piston banks and the opposed-piston design. TJ Ziegler: That looks like a lubrication system nightmare waiting to happen, and i cant even imagine doing internal engine repairs on that. [A comment indicated it was used by the Navy, and it was started with an explosive cartridge.] Paul Jackson: Cummins is developing an opposed piston diesel for military applications. Pretty interesting concept. Geoff Rodwell: Paul Jackson Cummins need to get along to the Air and Space museum at Dulles airport, D.C. and have a look at the "Napier Nomad" thats on display there (smile). A very nice compound diesel that acts as a gas generator for its turbine, depending on operating condition - old technology, lightweight and powerful. Chris Rust: Paul Jackson very common on big (I mean big as a house) marine diesels in the past, I sailed with Doxford and Burmeister and Wain engines in the 1960s. I even saw some with different size bore for the top and bottom cylinders. |
 |
| TheDrive INNengine of Granada, Spain is developing an 85lb engine with 500cc that can generate 120hp as a range extender for EVs. [This is from an animation. It is worth clicking the link to see this in action.] |
I need to research the Nordberg company. I'm going to "park" this photo here in the meantime.
 |
| Sean Brady posted Turning 44’ long, 80,000 lbs Hoist shaft on 60” engine lathe at Nordberg Plant Milwaukee, 1930s. Pond lathe is from the 1800s. |
 |
| Stephen Marshall commented on Sean's post Another old Nordberg. This one located in the powerhouse, Broken Hill, New South Wales. |
V-8 engines haven't been exotic since the 1950s, but those exhaust pipes and two, big air filters caught my eye. Racing obviously advanced the state of art for good airflow in the 1960s. When I read that they got thousands (plural!) of horsepower from this block for drag racing, I had to note this engine.
 |
| Dr Engines posted The Mopar 426 Ramcharger engine is one of the most legendary powerplants ever created, a cornerstone of Chrysler’s racing dominance and a name that still commands respect in the world of American performance. Introduced in 1964, the 426 cubic inch Ramcharger—better known today as the “Race Hemi”—was developed by Chrysler’s elite Ramchargers engineering group specifically for NASCAR competition. It was a no-compromise engine built for one purpose: to win races and establish Mopar as the undisputed powerhouse of Detroit’s horsepower wars. At its heart, the 426 Ramcharger featured Chrysler’s hemispherical combustion chamber design, which allowed the intake and exhaust valves to sit at wide angles for superior airflow and more complete combustion. With a bore of 4.25 inches and a stroke of 3.75 inches, the engine displaced 426 cubic inches, or about 7.0 liters, and produced a conservative factory rating of 425 horsepower. In reality, these engines made far more. The combination of massive breathing potential, forged rotating assembly, cross-bolted main caps, and precision tuning gave the 426 a level of strength and performance unmatched by rivals like Ford’s 427 and Chevrolet’s 409. The name “Ramcharger” wasn’t just marketing—it came from Chrysler’s in-house racing team, a group of brilliant engineers who spent nights and weekends pushing Mopar engines to their limits on drag strips and test tracks. Their research into ram induction, high compression, and airflow dynamics led directly to the birth of the 426 Hemi. In 1964, the engine made its debut in NASCAR, powering Richard Petty’s Plymouth Belvedere to a dominant Daytona 500 victory. That same year, Hemi-powered Mopars swept the top three positions, forcing NASCAR to re-evaluate the rules and solidifying Chrysler’s reputation for building the most powerful engines in racing. In drag racing, the 426 Ramcharger quickly became the gold standard. From the Super Stockers of the mid-’60s to the fire-breathing Top Fuel and Funny Cars of the 1970s, the Hemi architecture proved nearly unbeatable. Its hemispherical heads allowed for immense boost from superchargers and perfect fuel distribution under the brutal conditions of nitromethane combustion. Racers like Don Garlits, Sox & Martin, and the Ramchargers team themselves turned the 426 into an icon, capable of handling thousands of horsepower when heavily modified. Today, the Mopar 426 Ramcharger remains a symbol of engineering excellence and raw American muscle. It represents the pinnacle of Chrysler’s innovation during the golden age of performance—an engine so advanced and dominant that it reshaped racing history. Whether in a restored drag car, a Daytona stocker, or a custom street machine, the 426 Hemi Ramcharger continues to embody Mopar’s most famous credo: “There’s no substitute for cubic inches.” |
If you are hear because of radial airplane engines, they were moved to these notes.
Nordberg was also into crushers. I believe they were all done and/or gyratory. I worked on a 7’ (7’ being the size of the input opening, NOT the total size of the machine, which easily weighed more than 100 tons.
ReplyDelete