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  2.78ppb36bb  100.00ppc Max 21hp        185p  0.1f @21%","   Parallel    <  Exhaust         Turbos","3x3x5   2.22ppb45bb  100.00ppc Max 100hp       490p  0.2f @100%"," Serial        <Exhaust         turbos","    Compare         Serial     <      Vs     >     Parallel","1-cyl 100hp    184p  0.1f @10% 176p  0.3f @50% 168p  0.6f @100%","1-cyl 100hp    229p  0.0f @10% 361p  0.1f @50% 490p  0.2f @100%","Welcome to my small engine raft!\n\nFirst lets talk about small engines and my rating system.\n\nOn the sign under the engine is it's stats.\n\nThe first numbers is the binding box size or how big of a box it will fit in. I don't include the \n exhaust exiting the engine, carrying the exhaust out of a craft is a part of the craft  job and \n it's design will determine its length. All the engines have a exhast pipe facing up to stop them \n from turning yellow indicating a problem and heat affecting their stats. \n \n - 3x4x5\n \nThe second number is the Power per Block or ppb. This is derived from taking the total power a\n engine can make and dividing it by the number of blocks in the binding box.\n \n -A engine making 300 power in a 3x5x5 box. \n  - 3 x 5 x 5 = 75 \n  - 300 / 75 = 4  This engine would have a density of 4.\n\nThe third number is the binding block count or bb. It is useful to compare at a glance which engine\n is smaller when their bibding box is different.\n \n  - 5 x 5 x 5 = 125\n  - 3 x 5 x 7 = 105\n\nThe fourth number is the Power per Cylinder or ppc. It is derived by taking the total power a engine\n can make and dividing it by the number of cylinders. It tells you how much the core is sharing \n carbs between cylinders.\n  \n -A engine making 1200 power out of 8 cylinders vs a engine making 6400 power from 44 cylinders.\n\n  - 1200 / 8 = 150.00 \n  - 6400 / 44 = 145.45\n\nBottom of the sign is the engine's maximum efficiency stats, or where the engine should be ran to\n get the most out of the fuel it uses. It is derived by running the engine at every step in power \n band and noting were it makes the highest power per fuel. If the numbers repeat at 2 steps the \n higher one is used because it is making more power at the same ppf.\n\nThe second sign tells you the cylinder count, the total power of the engine and it's performance \n numbers through is power curve.\n  \n -First is the power per fuel (p) or power the engine would make if it used 1 fuel at that load. \n  A good indicator of small efficiency changes.\n -Second is the actual fuel consumtion or the fuel per second drawn from your tanks.\n -Third is the percentage of load placed on the engine to get the first 2 numbers. This is done at\n  low, medium and high load or 10, 50, and 100 percent to keep things standard.\n\nSmall means they don't take up alot of space and can mean differnt things to different people. For \n this raft I have set the cut off at 100bb.\n\nSmall engines are a huge challenge, they present many problems for very little payback in solving \n them. First you don't have much room to work with with means a limited ammount of parts can fit in\n that space. In this small space you have to decide whether to use power making parts or efficiency\n parts, you usally don't have room for it all, so a nice balance needs to be struck. Placing the \n parts needs to be perfect. A 3x3x3 engine that makes 200 power has a 7.41 density, breaking the\n binding box by 1 block to get that last turbo placed makes it a 3x3x4 engine with a density of\n 5.55. If you can't fill the rest of the wasted space with more parts to make more power or get\n it more efficient than it's not worth it. Wasted space means more to a small engine than a big one.\n 1 empty block worth of space is 1% of the 100 block limit of this raft, but is only .4% of a \n larger engine that takes up 400 blocks of space.\n\nSmall engines by nature don't usally have a high density, because density is a function of high\n power in a small space. Small engines can't share alot of parts so they don't make alot of power \n hurting density. You can make dense little engine cores using all the space to make it dense, but\n than you have no space for parts to make it efficient. \n\nEfficiency on small engines suffers also. To get a engine efficient you need multipal turbos per\n carb, the more the better. The problem is turbos don't share between carbs, take up 2 blocks of\n space and reqiure even more to plumb them up. Turbos get more efficient the more exhaust fed to \n them, up to thirty exhaust and carbs get more benifits from having more turbos. It gets difficult \n to feed alot of exhaust to each turbo when you don't have alot of exhaust. More turbos is the only \n way to get more efficiency. With little exhaust to work with, more turbos hurt density more than \n they help efficiency, getting more exhaust to less turbos is a better use of space. Alot of exhaust\n from low cylinder count engines means less connections to carbs, which means less power.\n\nSmall engine have to be designed for either: \n -power, making it drink fuel from lack of efficiency parts(close to an injector).\n -efficiency, making it big from alot of turbos and piping filling the space.\n -small, make it low power and low efficiency due to lack of total parts.  \n \nSo whats the best way to fill a small space? \n\n\nThe first engine is a single cylinder mounted directly to the block to save space, it has a single \n carb with single connection making 100 power. It has 4 turbos configured in a parallel arrangement,\n meaning each turbo collects 1  of the avalible 4 exhaust. Each turbo makes 18% boost at 1 exhaust \n at a 100 percent load, less at lower loads, due to less exhaust going to each turbo. It has a \n single supercharger making 5% boost @100% load and up to 43% boost at lower loads. If the 4 turbos \n start making boost at the same rate as the single supercharger boost loss the ppf would remain\n constant. The stats show this isn't happening, it starts off efficient, raises to a max effeciency\n at a 21% load than slowly gets less efficient the more load placed on it. This points out either \n the supercharger is doing more good for efficiency, or the turbos are doing less. In this case the\n turbo configuration is killing the efficiency because they only have 1 exhaust each to work with. \n Four turbos do very little for the engine's effciency in this configuration, and the engine is \n leaning more heavily on the supercharger which also does very little. Taking it off wouldn't\n change that much but the density would go from 2.78 to 3.70 because of the smaller binding box \n (27bb vs 36bb). This engine only uses 12 blocks of its 36 block binding box or 33%.\n\n\n\n\n\n\n\n\n\n\n\n\n\n","The second engine is the same core as the first. I has the 4 avalible exhaust collecting in \n parrallel, with exhaust pipes instead of turbos (indicated in red). \n\nExhaust pipes provide better cooling to the motor, where turbos connected straight to the cylinder \n provide 80% of the cooling from exhaust pipes. Since both motors use so little fuel, heat isn't an\n issue, it only affects higher power carb and injector engines, but injectors loose the abillity to \n connect turbos leaving exhaust the only choice.\n\nThe 4 turbos are connected in a serial manner using more exhaust pipes(indicated in blue). The \n parrallel exhaust manifold takes all 4 exhaust and feeds it to the first turbo where it makes 54%\n boost, 36% more than a single turbo in parallel.It makes the same boost as 3 parallel turbos. The\n first turbo takes the same 4 exhaust and feeds them into the second turbo which also makes 54%\n boost.This repeats with the second to third and third to fourth turbo, making the total system\n boost 3 times higher, like having 12 paralell turbos connected to 4 exhaust ports of the cylinder.\n\n Running the engine at 1%, it makes 184ppf, the same as the parallel turbo engine highest achieved \n ppf rating. The ppf climbs evenly the more the engine is loaded, all the way up to 100% load. It \n maxes out at 100% load, meaning it is effected by the turbos more than the supercharger. \n\nThe first engine's ppf rises even though the supercharger makes less boost the more load on the\n engine. This is because at 1% it makes 43% boost but the engine fuel usage is only 0.08 and 43% \n increase in efficiency is a 0.03 fuel savings. It rises all the way up to 21% load where the \n supercharger is down to 38%, but the turbos each makes 4% boost to help out. The fuel usage rises \n to 0.25 and it has more boost overall. The 54% overall boost in efficiency is  a 0.09 fuel savings.  \n Fuel savings rised so the ppf rised, but as the tubos fail to keep up with the supercharger's \n fall off, so the engine has less over all boost to remove from the growing fuel usage, so the ppf \n starts to drop.\n\nThis engine does not even have a point where ppf dips, just a steady rise in ppf with load. The\n superchargers affects are mostly lost in the 3x increase in turbo boost. This is usally true in \n all small turbo engines, the more exhaust you feed them the more boost they make, causing them to \n max out their efficiency at 100% load. \n\nIn the first engine removing the supercharger would helped bring the binding box down increasing \n density, but the engine leans on the supercharger more than the turbos. This engine has a lower\n density already due the the need of inline turbos to make it work, but the larger binding box comes\n with a empty space in front the carb. Taking the supercharger off wouldn't help density, and since \n it still provides boost down to 5% at 100% load it's a free 5%.\n\nOverall serial turbos gives us 24% more efficiency at 10% load, 205% at 50% load and 292% at 100%\n load over the parallel turbos.\n  \nThis engine uses 28 blocks of it's 45 block binding box or 62%.","This single cylinder 200 power engine packs 23 blocks in it's 27 block binding box or 85%. It only\n leaves 4 blocks of space for 4 gas cans that it will need due to it's lower ppf numbers.\n\nI has no sharing and needs ever bit of space to maintain some efficiency. I uses 2 carbs to make \n 200 power, 2 superchargers so each carb sees one, collects 6 exhaust, because each carb makes 3 \n exhaust, and feeds them through 4 serial exhaust.\n\nIt power band is very smooth, as the supercharger boost is falling off the turbos more than makes \n up for it and keeping up with the increased fuel demand. Not much can be improved in so little \n space, all that coulfd be done is chain it to another one just like it to increase ppf.\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n ","3x3x4   5.56ppb36bb  100.00ppc Max 30hp        184p  0.2f @15%","2-cyl 200hp    183p  0.1f @10% 168p  0.6f @50% 151p  1.3f @100%","This little  2 cylinder 200 power engine keep the properties of the first engine. It shares the same\n 3x3x4 binding box, same 100 ppc, similar ppf numbers and power band peak/dips. The density is twice\n as much because it makes twice the power. It makes use of 4 tightly packed serial turbo loop fed\n by 2 exhaust. It's fuel usage is relitivlely twice the first engines or the same per cylinder. It \n uses 22 blocks of it's 36 binding box or 61%. It has a very low resource cost.\n\nThe main drawbacks of the engine is the tightly packed turbos covers up 4 of the exhaust that could \n be fed to the serial turbos to get more boost. It uses 2 carbs instead of sharing 1 between cylinders\n to make the same power and needs 1 supercharger on each one. Superchargers can share between carbs \n and make more boost by having more than one per carb, nether which can be done on this design. A \n second supercharger could be put under the front carb for very slight ppf increase, the 5 extra \n resourse points cost could be made back in alittle under an hour of continued use with a max \n efficiency refinery, but could take several hours to make back if you don't have a expensive max \n efficiency refinery. \n\nThe 4 turbos make 31% boost each and the superchargers each make the same boost and don't multiply, \n they are just 2 doing the same job as 1. So total boost is just 1% under twice the first engines \n boost, but it needs twice the efficiency boost to maintain the same ppf, hence the slightly lower\n numbers.\n\n\n\n\n\n\n\n\n\n","3x4x5   3.33ppb60bb  100.00ppc Max 200hp       613p  0.3f @100%","2-cyl 200hp    255p  0.1f @10% 441p  0.2f @50% 613p  0.3f @100%","This little 2 cylinder 200 power engine fixes the the main problems of the last one. It uses 30 \n blocks of it's larger 60 binding box, or 50%. It's density is down because it makes the same power \n as the last engine in more space, but still not lower than the first 2, because it makes twice the \n power in less than twice the space.\n\nIt collects 4 exhaust from each cylinder and feeds them through 3 serial turbos. Each turbo makes \n 91% boost. The higher boost from more exhaust shows up in the ppf numbers. It starts out the most \n efficient so far by a tiny ammount, than increases it's lead the more load placed on it. It does \n this by sharing 1 carb with 2 cylinders to make 200 power. Collecting 8 exhaust to feed through \n the serial turbos raises the boost they make, but the core layout only leaves room for 3 of them,\n a 4th would break the binding box and put it up to 80bb killing density. The 3 turbos leaves the \n front of the carb open without breaking the binding box, so a supercharger goes there.\n\nLooking at the fuel engine generator(main block) is shows 2 cylinders, 2 carbs from 2 connections,2 \n superchargers from 2 carb connections, and 6 turbos because 3 turbos through 2 carb connections. \n Each cylinder sees  1 carb, 3 turbos, 1 supercharger and recieves their benifits.\n\nIts density could be improved by removing one exhaust at the bottom making the binding box 45 \n increasing it to 4.44 or 67%, but this comes with a hefty 15% decrease in ppf at 100% load.\n\n\n\n\n\n\n\n\n\n\n ","3x3x3   7.41ppb27bb  200.00ppc Max 200hp       263p  0.8f @100%","1-cyl 200hp    210p  0.1f @10% 249p  0.4f @50% 263p  0.8f @100%","In this little engine we double the power and the binding box size, but we keep the density and \n power per cylinder. It was done with few small changes, copy the prefab, place it down with a \n second one in front of it, reverse the direction of the turbo shown in red, remove the pipe that \n fed the front exhaust to the the front halfs serial loop because it is now in series with the back \n half's serial loop. I left it in place to show its location, shown in yellow. Replace the through \n pipe with a corner pipe shown in green. Replace the 2 corner pipes with L-juctions shown in purple,\n and add the straight pipe shown in white.\n\nThe ppf numbers rise alittle faster because we doubled the exhaust gas to 12, 4 carbs making 3 \n exhaust each, feeding through 8 serial turbos each making 126% boost. Since it has pipes blocking\n the main blocks and it now has 2 main blocks, an automated control block is set up to use its \n value slider to adjust both main blocks in unison, just remember to hit \"test\" after you slide the \n slider to a new value or it won't take effect.(I still forget sometimes making me think something \n is wrong with the engine because no chage was noticed)\n\nAt 10% load we don't see very much improvement from the 4 superchargers, because they don't \n multiply their benifits, we are just using 4, to do the same job, that 1 could do if it could \n share with all the carbs. The turbos kick in alittle sooner, but not enough to reduce the fuel \n usage in this range.\n\nAt 50% load it has a 46% increase in ppf, and a only a 50% increase in fuel usage making 100% more \n power. Same number of turbos per carb being fed 100% more exhaust, makes more boost sooner, in \n this range.\n\nAt 100% load it has 70% more ppf, and no increase in fuel usage, while makeing double the power.\n\nIt uses 47 blocks of it's 54 block binding box, or 87%.\n\nSome engines can be joined in this manner as many times as you like, each time they get more \n efficient because you have more exhaust feed into the series side. This is called a repeatable\n patten engine. Not all motors can do this.\n\nJoining seperate engines gets increased fuel efficiency because the exhaust and turbos , which is \npart of the exhaust system, can share between engines.\n\nThis engine has 2 carbs, with a supercharger and 2 turbos on each, back to back. If it was a single\n engine 1 set could be removed to make the binding box smaller and it would run identical to this\n engine, because the center carb would share a copy of itself to both cylinders. Core parts don't\n share between engines so this isn't possable in this engine. To make it work we would have to make\n it a single engine, by removing one engine block and jioning the cylinders on a single crank. The\n turbo layout and lack of empty space for the requied part in this design makes it impossable.","2-cyl 400hp    246p  0.2f @10% 364p  0.6f @50% 447p  0.8f @100%","3x3x6   7.41ppb54bb  200.00ppc Max 400hp       447p  0.8f @100%","The 3T is one of my oldest engine designs, it was the first small engine that got this high ppf\n numbers. At the time I didn't know why it was 3 to 4 time better than the next better engine, but\n it started my mission to find out why.I have a raft called the \"Anatomy of an engine\" that uses \n it to explain how the math works in a engine. Check it out if your interested in a more detailed \n dive into how math applys to engines in From the Depths.\n\nIt uses 51 blocks of its 75 block binding box, or 68%. It's main block show 3 cylinders, 4 carbs, 4 \n superchargers, 12 turbos and makes 400 power.\n\nIt only has 2 carbs with 4 connections , so it makes 100 power per connection and reports 4 carbs.\n\nIt only has 2 superchargers but provides the same benifit to 4 carb connections and reports 4 \n superchargers.\n\nIt only has 3 turbos per carb , with 4 carb connections, so it sees 12 turbos. \n\nIt collects 4 exhaust from each rear cylinder because those cylinders sees 1 carb connection out 4\n exhaust ports, 6 from the front cylinder because it sees 2 carbs out each of the 3 exhaust ports, \n for a total of 14 exhaust through 6 turbos. Each turbo makes 143% boost.\n\nThe 3T doesn't really make alot of use from the superchargers, taking them off really dosn't affect\n ppf numbers that much, but there is an open space in front the carbs and 5% boost on the top end \n helps ppf without hurting density.\n\nThe ppf numbers show it starts with good efficiency,same fuel usage as the 200 power engines. In the\n midrange it uses 50 more fuel than the more efficient 200 power engines but 50 less than the less\n efficient 200 power engines, and half the fuel of the same power engine. At the top end the turbos\n make way more boost than the fuel usage rises, and it flattens out. It's fuel useage is the same \n from 41% load at the way up to 100% load. Yet it still exhibits the max efficiency at 100% load \n meaning it would get higher ppf numbers if it was fed more exhaust.","3x5x5   5.33ppb75bb  133.33ppc Max 400hp       1254p 0.3f @100%","3-cyl 400hp    318p  0.1f @10% 736p  0.3f @50% 1254p 0.3f @100%","This is the 3W, it is the latest iteration of a the 3T design. I wanted to use up some of the empty\n space, make more power and not lose to much efficiency.\n\nThe differance between the two are:\n -Faced cylinders upright, resembling a \"W\" shape cylinder patten to facilitate more efficient  \n  exhaust collection. One 4 way exhaust pipe collects 6 exhaust now.\n -Extended and lowered crank, to accomodate the vertical clyinders.\n -reversed seiral flow pattern of the top and bottom turbos, to better collect the exhaust of the \n   vertical cylinders.\n -Added 2 adapters to allow rear cylinders vertical mounting.\n -Added a carb to raise power and add exhaust to the 2 rear cylinders that they lose from adding a \n   extra carb.\n -Added 2 turbos to each new carb to keep the efficiency up.\n -Added a supercharger sharing between the 2 new carbs.\n -Changed the parallel exhaust collection manifold to use less pipes.\n -Used the pipes saved to pipe in the new turbos to the serial side chain. \n -Changed the location where the 2 exhaust sides meets to let the exhaust exist out the engine \n  without breaking the binding box.\n\nWith all the changes some might consider it a new motor, but the superchargers, carbs and turbos \n didn't move. the cylinders didn't move only rotated vertically so I consider it the same motor.\n\nThis filled the empty space to more efficiently pack the core for for better exhaust collection and \n save on pipes. To do this the crank had to be moved but centerlized the remaining space in the \n rear with clear flow to the newly added turbos. With the main block not between the 2 new carbs it \n could share with a single supercharger. \n\nDid it work? of corse it did or it wouldn't be here! ;) \n\nComparing the ppf numbers to the original it doesn't use 50% more fuel for 50% more power but it \n does use more at the top because 1 less turbo for the 2 new carbs. Each rear cylinder lose one \n exhaust to gain the extra carb. The loss comes with more power and the 3 remaning exhaust sees two\n carbs so they make 2 exhaust for for 3 ports. Each turbo now sees 18 exhaust gas making 177% boost.\n\nCan anyhing else be done to it? Sure can! The main block could be moved to the front, extend the \ncrank, where the main block was and remove the supercharger and a cylinder could be added where the \n supercharger was. Lets see what happens?\n\nPS Does anyone else see a robot face with big ears looking back at you from this engine or is it\n     just me?\n\n","3x5x5   8.00ppb75bb  200.00ppc Max 600hp       1175p 0.5f @100%","3-cyl 600hp    330p  0.2f @10% 729p  0.4f @50% 1175p 0.5f @100%","    compare    <  original    >      vs         joined twin","Now it looks like a robot with a football hemet and swiming goggles, and a bug on the other side!!\n\nNow the ppf numbers have droped a good bit, but we slowly gained so much with each new design that \n they are still competitive aginst the joined twin motor that mkes half this engines power.\n\nAnother 200 power gain comes this time but with no loss in exhaust. It actually gains 4 more \n exhaust,because we added another cylinder that sees 2 carbs for the remaining 3 ports but one is \n not able to be grabbed without violating the binding box at the 10.67 density. Adding it would \n make the binding box 90bb or a density of 8.89 still good for this size engine and better than\n the prevoius engine. Grabbing the extra exhaust would open you up to adding superchargers to the \n front 2 carbs to gain a tiny bit more efficiency.\n\nEach turbo already sees 20 exhaust gas and makes 195% boost. Two more would make 213% boost and the\n superchargers would get 5% on top of that to the 3 cylinders that they would share with. \n\nIt still exhibits the maximum efficiency at 100% load meaning you could chain it to another one and\n see simular results that we saw in the first conjoined engine. \n\nPlacing the 2 engines front to front keeping the engines separated by one block, would let you put \n 2 superchargers sharing between 2 carbs, keep the front exhaust port on both front cylinders. \nBy replacing the corner pipe shown in purple on both engines with a thorough pipe would connect the \n parallel exhaust side. \nReplacing the L-juction shown in yellow on either engine with a corner pipe and turning the turbo it\n was connected to shown in red to face and connect to the other engines turbo with a staight pipe \n shown in white to link up the serial turbo chain. \nRemove one main block and join the cranks togeather or the superchargers will only link to one \n engines carb , and that is all it would take. \n\nIt would be a 3x5x11 or 165 bb making 1600 power with a desity of 9.70. Or you could put them top to\n top for a 5x6x6 or 180bb with a density of 8.89. \n\n\n\n \n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n","3x3x5  10.67ppb75bb  200.00ppc Max 880 hp      1098p 0.8f @100%","4-cyl 800 hp   267p  0.3f @10% 624p  0.6f @50% 1098p 0.8f @100%","This little engine came about because I needed a engine in the 60bb rannge that made about 500 \n power and was asymetrical so I could have a left and right version on either side of center(mostly \n for looking cool). I know it would have to be in the 8+ density range so I needed as small of a \n core that I could make. That will need alot of sharing with very few parts if I wanted any kind of \n efficiency. Placing a small core than trying to wrap it causes problems that requires redoing the \n core. It's more of doing the wrap than fitting the core to the wrap. \n\nIt isn't as good as the 3W, the other 600 power small engine,but that one is 75bb, so to large for\n my needs. It's right bottom and top left corners almost came out empty makinging look like a \n diamond shape from the front. I looked pretty good sitting on the shelf created by the sides deep \n inside the V-hull I had the pair in.\n\nIt has 3 cylinders and 3 carbs sharing between each making 600 power. I ended up just barely fitting\n it in a 4x4x4 binding box, or 64bb. A tiny bit bigger than I needed but with extra power too. It \n could be made a bit more powerful but not at the efficiency it currently has. It draws the same \n or less fuel than some of the less effficient 200 power 1 cylinders. The back carb has 3 turbos \n and the front 2 have only 2. I just couldn't get the 2 more turbos in the busy section of that \n small of a  space. \n\n It's 3 carbs have 6 connection and 2 carbs with 2 turbos reporting through 2 connections and the \n last carb reports 3 turbos through 2 connection fot a total of 14 turbos. Each recieving 18 \n exhaust gas making 177% boost.\n\n\n\n\n\n\n\n\n\n ","3-cyl 600hp    213p  0.3f @10% 480p  0.6f @50% 814p  0.7f @100%","4x4x4   9.38ppb64bb     200ppc Max 600hp       814p  0.7f @100%","4x4x6   2.08ppb96bb  200.00ppc Max 200hp       1298p 0.2f @100%","1-cyl 200hp    204p  0.1f @10% 599p  0.2f @50% 1298p 0.2f @100%","This motor barely makes the raft due to it's huge size trying to get 5 turbos on each carb. Using \n all 5 avalible sides of the carb makes turbos go off in wierd directions producing a low density.\n\nI originally made it to test how high efficiency would go and this engine made me think 1300 was a\n hard cap. I have a few 1288ppf engines but this is the only one I tried using 5 turbos per carb.\n If 3 turbo can get 1288ppf and 5 only gets 1298ppf than clearly 5 is past the point of deminshing\n returns for a single cylinder. Sort of true, 3 is good enough, 4 with a supercharger is the better\n way to go, this engine binding box goes way down from removing a turbo from each carb, but so does \n the efficiency.It is on par with the 2 cylinder 3 turbo engine, which is way smaller.\n\nIt is simply a 2 carb single cylinder engine with 5 turbos per carb. No sharing or nothing. Just \n throwing a ton of turbos at a single cylinder and seeing what would happen. the only thing it does\n is each carb makes 3 exhaust out of 3 ports each. Each turbo gets fed 6 exhaust gas making 73% \n boost. Not really worth using due to its huge size for the not very useful 200 power. It's just \n here to look at, and a remider that less turbos fed through carbs that share betweem cylinders \n are more powerful in less space.\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n ","2-cyl 200hp    260p  0.0f @10% 484p  0.2f @50% 722p  0.2f @100%","3x4x6   2.78ppb72bb  100.00ppc Max 200hp       722p  0.2f @100%","This engine is a combo of 2 engines. It has the tight core pack and turbo layout of the 3rd engine\n while addresing that engines main problem, lack of exposed exhaust ports. I also uses the the \n throw a bunch of turbos at it until it is efficient approch of the engine to the left. It isn't \n the most dense, power is just usable and the efficiency is pretty good for a 200 power engine. The \n use case seems very limited, a small craft that is big enough to hold it but doesn't use alot of \n power. The problem is if its big enough to hold it a 3T will fit and the 3T is more efficient \n making double the power opening up the same size craft having a low power shield.\n\nIt only collect 8 exhaust gas, 2 through 2 parrallel turbos on the ends that only make 18% boost. \n The serial turbos make 91% boost. 2 superchargers fill the dead space where the turbos box \n everthing in.\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n","3x5x6   4.44ppb90bb  200.00ppc Max 400hp       2163p 0.2f @100%","2-cyl 400hp    252p  0.2f @10% 899p  0.2f @50% 2163p 0.2f @100%","This engine fixes and improves on the engine  to the left. By giving up 18 more blocks you get more\n power, higher density, and 3 times the efficiency on the top end. It flattens out the power band so \n much that the fuel useage is the same no matter the load placed on the engine. This is both good \n and bad. Good because operration time and range is easy to calculate and it's efficient. Bad because \n it makes the most of the top end fuel, since it uses the same fuel at any load, the best efficiency \n is always at 100% load because that is where it makes the most power. \n\nThe best way to use it is install an electic system to run your craft and set up ACBs to turn the \n engine on and run full power when batteries get low and when they are charged turn the motor off\n to save fuel. If the engine only runs half the time , the ppf number has effectivly doubled. This \n requires even more space but this engine has empty space to hold some of it and can save alot of\n space that were taken up by fuel cans A small RTG contantly feeding free power in to the batteries\n extend the time the engine is in zero fuel mode increasing the ppf numbers even more.\n\nThe things this engine does to get the ppf numbers it does is it runs 4 turbos per carb fully serial,\n and since it has 2 carbs to each cylinder it makes 3 exhaust gas per carb per cylinder for a total \n of 12 fed to the 12 actaul turbos making 126% boost each. \n\nIt is simple to chain to get a bigger even more efficient engine, just face them front to front, \n replace the L-junction shown in yellow with a through pipe on one and a 4-way pipe on the other. \n Rotate the turbo shown in red on the side with the replaced through pipe. Lay down the conner pipe  \n shown in white to connect the serial side of the turbos togeather.Enjoy your new 800 power super \n high efficiency engine.\n\n \n\n\n\n\n","3x5x5  16.00ppb75bb  150.00ppc Max 1200hp      1288p 0.9f @100%","8-cyl 1200hp   247p  0.5f @10% 653p  0.9f @50% 1288p 0.9f @100%","This is the Evil Brick, It had been around for a long time. I don't know who orriginally designed it,\n but the design is the same core layout and turbo wrap as two other motors that have been around for\n a long time also. The hyper cube is a 2400 power version and the small Blueline is a 1800  power\n version. I don't know which one came first but it looks like each one just swaps a few parts around \n an calls a new engine, but the small efficent Evil Brick is my favorite, so now it is here on my \n raft so it never gets lost. It is simple and clean lookig, the pinnacle of small engine design. \n\nIt has a radial slice with 4 carbs out at the corners and a second slice placing 4 more cylinders \n under each carb. Each of the 4 carbs has 3 connections making the 1200 power. 4 cylinders only have \n one carb connection for 4 exhaust out, but each of these cylinders only use 3 exhauts. All the top \n cylinders has 2 carb connections making 2 exhaust out of three avalable exhaust ports for 6 total\n per cylinder, but the top rear cylinder has one port blocked by the engine block killing 2 exhaust \n and one is trapped by the turbo wrap so it feeds in parallel to the serial side half way through \n the loop, half the engine sees 2 more exhaust than the other half. The thing that makes it great is \n the number of exhaust, half the engine is fed by exactly 30 so the turbos make the maximum boost at\n 293% and the other half is fed 32 exhaust. Each of the 4 carbs has 2 turbos with 3 connectons for \n 24 turbos reporting. I has a 16.00 density which is really good on a engine this size.\n\nPlacing another top slice on the bottom make a 2400 power hyper cube. Putting 2 carbs between the \n bottom cylinders adds another 3 connections per carb making a 1800 power Blue line, but the \n efficiency tanks and it needs a layer added to the bottom to add more turbos and collect more \n exhaust the engine gets real ugly quick. I would just move up to the Hyper Cube at that point, as \n it stays clean looking making more power.\n\n\n\n\n\n\n ","4x5x5   8.00ppb100bb 200.00ppc Max 800hp       3055p 0.3f @100%","4-cyl 800hp    301p  0.3f @10% 1150p 0.3f @50% 3055p 0.3f @100%","This is my first design I got over 3000ppf on, it is a simple 4 clyinder radial with 4 carbs at the \n corners each making 2 connections per carb for 800 power. Each carb has 3 turbos shared through 2 \n connections, reporthing 24 turbos. Each cylinder sees 2 carb making 2 exhaust out of 3 avalible\n exhaust ports feeding the turbos 24 exhaust each making 232% boost. It is just shy of 30 exhaust, \n if I could chain it to a second one it would make over 5000ppf. It could be chained back to back \n very easily all ins an out are in the same place.\n\nThis one just made the small engine raft, it really is a low power medium size engine tuned for \n efficiency. It would be a good criuse engine on a big ship or a small back up generator.\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n","8-cyl 2898hp    320   3.0  7.111598  17.8 35.512898  42.7 64.40","3x3x5   64.4ppb45bb   40.00ppc       199.75ppc       362.25ppc","Injectors make 200 power per connection but only have 2 connection points that are fixed 90 degrees \n apart, which limits design choice. It does lend itself to 4 cylinders wrapped around a crank, \n which is the most common injector engine layout. In this configuration every 4 cylinder slice \n could potentially make 1600 power in a 2x3x3 space, which would be a 88.89 density. If that was the\n case there would be no reason to use anything else, but this is not the case. \n\nInjectors use 10% more fuel to make the same power a carb does, and it feeds it to only 2 cylinders.\n Each cylinder is forced to make twice the power and use twice the fuel +10%. The more fuel a \n cylinder burns the hotter it gets. Using injectors makes more power in smaller space at the expense\n of not being able to use superchargers and turbos to control fuel usage. This forces injector \n engines to run hotter than carb engines. As heat in a cylinder rises it will lose more and more \n power. Losing power affects density, the whole point of running an injector engine in the first \n place. Since we can't control fuel usage we must control the heat. \n\nHeat can be controlled in 2 ways exhaust and radiators. Exhaust draws hot exhaust gas away from the \n cylinder letting it make more power. Radiators use engine power to cool the engine as a whole.\n\nThe relationship between injectors and exhaust is pretty simple. One exhaust for every injector per \n cylinder lets it run at about 60% heat. Exhaust can't cool 100% of the heat an injector adds, a\n second injector and exhaust adds more heat to the cylinder, it will run at about 71% heat. With 2 \n injectors and 2 exhaust the cylinder is left with one connection. Adding the 3rd injector adds even\n more heat with no way to get it out, large amounts of radiators to cool the engine as a whole will \n be only option left. If you have 10 cylinders with just one running hot , it will only get 10% of \n the cooling the radiator provides, it's better to focus the cooling on that cylinder with an \n exhaust.\n\nAdding more exhaust than injectors dosn't do all that much either. 2 exhaust with a single injector\n will bring heat down to around 31%, 3 will go down to 21%, and 4 will drop down to 16%. Since the\n power loss is so little even at 71%, the only reason to do this would be for redundancy, incase 1 \n exhaust gets destroyed, but the chance of 3 exhaust getting destroyed and not the cylinder is \n pretty low. \n \nSince we can't control fuel usage, ppf numbers can't be affected all that much. Heat makes the \n engine lose power, which hurts density. We need to treat injector engines differently. Hard stat go\n out the window and we need to crunch a few more numbers to compare them. This requires a new \n mesurment system. \n\nSince density is linked to power and injerctor motors run hotter affecting power I feel looking at \n density changes from heat is a more important thing to look at when compariing 2 injector engines.\n\nOn the signs you will now see different stats.\n\nThe first is still the binding box.\n - 3 x 4 x 5\n\nSecond is the desity, or ppb, but we get it alittle differently this time. Instead of using the \n power the engine could make we use the power it actally does make.\n  \n  potental versus actual density of a 3200 power in a 3x3x5 binding box.\n    \n    - 3200 power / 45 binding box = 71.11 \n    - 2865 power / 45 binding box = 63.67\n\nThird is the block count in the binding box or bb, same as before.\n\nFourth is the power per cylinder, or ppc. This time we have 3 different numbers. Since heat is \n effected by fuel usage and that is not linear, and heat causes the cylinder to loss power, we need \n more samples to see how it affects the cylinder, so we check it at low, medium. and high power \n levels. 10, 50, and 100 percent loads to keep it consistant. We use actaul power at those loads, so\n we can compare between designs.\n  \n  a cylinder with 2 injerctors could make up to 400 power\n   -  40.00ppc @10%  400 x .1 = 40\n   - 198.25ppc @50%  400 x .5 = 200 here heat is affecting the cylinder a small amount\n   - 358.75ppc @100% 400 x  1 = 400 here heat is having a greater effect\n\nThe next sign we have the cylinder count and the actual power the engine makes at 100% load. We get\n this by running the engine at 100% long enough for the maxuimum power reported by the main block \n to stabilize(heat soak) and use the rounded off number that the bottom line reports.\n\nNext is the actual power the engine makes at different loads to see how heat affects power. This is\n used to calculate ppc and density at diffent loads.\n\nNext we have the actual fuel usage at the different ranges.\n\nNext we have density of the engine at different loads. It lets us see how heat affects density at \n different loads and compare them between differnt designs. We use the actual power at that load to\n calculate this.\n\nThis engine is the most common design for a injector engine, a single slice of radial mounted \n cylinders around a crank which could fit in a 2x3x3 binding box with 1 exhaust per cylinder if we \n used 2 injectors making 800 power for a density of 44.44. This isn't the most effective use of \n space though 2 more injectors can be added for 1600 power but we would need more exhaust for \n cooling, so we need to break the binding box. Going to the top of the cylinders makes the binding\n box 5x5x2, or a 32.00 density. Adding a second exhaust ring to the front makes the binding box \n 3x3x3, or a density of 59.26. Adding more slices doubles the power but the back exhaust can now be\n piped into the front of the back cylinders exhaust, this improved density by saving space. The \n engine is now a 3x3x5 binding box with 3200 power, or a 71.11 density if we remove heat. With heat\n the engine only makes 2898 power, or a density of 64.40. So we can see how much heat affects the\n engine and why we need the new rating system.\n\nIn the front there is a space open(wasted), so we fill it with a small radiator to cool the engine \n a small amount to gain a small bit of power at a small bit of fuel usage. \n           \n            w/ radiator        w/o radiator    differance   % gain/loss\n  -power       2898                2815            83           2.9\n  -heat         57%                 62%            5%           8.7\n  -fps         42.7                42.2            .5           1.2\n\nThe power is the biggest factor because this affects density, the extra fuel usage is tiny compared \n to the already high 42.2 per second. Using an engine like this will need alot of fuel tanks on your\n craft, one more won't hurt.\n\n\n","This engine is the same as the last one with a large radiator added to see more radiator area save \n more power and improve density. It can't get more radiators without breaking the binding box so \n the best place to do it is on the front side, making the engine 3x3x6 or 54bb. Extending the crank \n provides a way to mount a large radiator for a nice clean look. Using  a bunch of small ones has \n advantages and disadvantages. If the crank gets cut on either you lose all cooling. If the large \n radiator gets destroyed you lose all cooling until it is repaired. With small radiators if the \n center radiator gets destroyed you lose all cooling until it is repaired, but you can lose other \n ones and only lose partial cooling, so it is a tiny bit more survivable aginst small munitions.\n\nThe numbers show it saves 106 power and draws .8 extra fuel per second. Density was hurt by adding \n it and the extra power savings isn't big enough to make up for the binding box size increase. The \n only reason to add it, is if the engine was running so hot it needed it to keep from overheating. \n This makes radiators like supercharger, only add them if you have an empty space where nothing else\n can fit. Most of the time a extra fuel tank is a better choice.\n\nThe the power per cylinder at 100% load is the only real gain.\n\n\n\n\n\n\n\n\n\n\n\n\n\n","3x3x6  55.63ppb54bb   40.00ppc       199.13ppc       375.50ppc","8-cyl 3004hp    320   3.0  5.931593  18.1 29.503004  43.5 55.63","This is a small craft engine, it would be good for tiny jets that support a larger ship resupplying\n them with fuel as they fly over. It makes the highest power per cylinder of all the injector engines\n by having 3 exhaust with 2 injectors. It can be made smaller buy using hull pipes on the top and \n bottom of the cylinder. They could be part of the jets body to carry exhaust out and not count \n aginst the binding box of the engine. The hull pipes health is 300 while a metal block is 350 and \n an alloy block is 260. The front exhaust can be left off for a loss of 33 power if you don't need \n it, changed to a corner pipe connected a hull pipe, or add a radiator for a loss of 10 power. I \n have a dual version with only 2 exhaust per cylinder set next to this one to show the layout of the\n hull pipes because the single one doesn't like the downward facing exhaust which isn't a problem in\n the air.\n            \n          base engine  corner pipe  radiator    nothing    dualx2e    dualx3e   triplex2e   triplex3e\n\nPower         385         385          375        352        704        770        1056        1155\nBinding box  3x3x3       3x3x1        3x3x1      3x2x1      5x3x1      5x3x1      3x3x1       5x4x1\nDensity      14.26       42.78        41.57      58.67      46.93      51.33     117.33       57.75\n\nAt the end is the 3 cylinder version for larger jets, it makes 1155 power with 3 exhaust and 1056 \n with 2. The density with 2 exhaust is a impressive 117.33, buy cheating the need for exhaust and\n transfering it to the body of the craft. I piped the bottom exhaust away and up so it wouldn't \n report a problem.\n\n\n\n\n\n\n\n\n","3x3x3  14.26ppb27bb    40.00ppc       199.00ppc       385.00ppc","1-cyl 385hp     40   0.4   1.48199   2.2   7.37385   5.3  14.26","2-cyl 704hp     80   0.8  5.33 396   4.4 26.40 704  10.6 46.93","1x3x5  46.93ppb15bb   40.00ppc       198.00ppc       352.00ppc","3-cyl 1056hp    120  1.1  13.33 595  6.6  66.111056 15.8 117.33","1x3x3 117.33ppb9bb    40.00ppc       198.33ppc       352.00ppc"],"BlockStringDataIds":[2,3,4,5,6,7,8,9,10,13,15,16,17,18,19,20,21,22,23,25,26,27,28,29,30,31,32,33,34,35,36,37,40,41,44,45,46,53,56,57,60,61,62,65,66,67,70,71,72,123,124,125,129,130,131,187,188,189,190,191,192,193],"GameVersion":"2.3.1","PersistentSubObjectIndex":0,"PersistentBlockIndex":127,"BlockCount":2011}}