page_title: Rolls-Royce C range engines
section_title: Horizontal railcar engines
hierarchical_section_title: Rolls-Royce C range engines / Variants / Horizontal railcar engines
caption_attribution_description: Again taken during my July 1984 grand tour of the UK using an All Line Rover. Seen at Bradford Interchange on 22 July 1984 is 2-car Class 111 "MetCam" unit on a service destined for Leeds.
context_page_description: The Rolls-Royce C range was a series of in-line 4, 6 and 8 cylinder diesel engines used in small railway locomotives, construction vehicles, marine and similar applications. They were manufactured by the Rolls-Royce Oil Engine Division, initially at Derby and later at Shrewsbury, from the 1950s through to 1970s.
  Although officially termed the C range, they were best known for the most common C6SFL six-cylinder variant. Most had an output of around 200 bhp, with 233 bhp for the final models. Their construction was a conventional water-cooled vertical inline 6 four-stroke diesel engine of 12.17 litres. Most were supercharged by a Roots blower, but there were also variants with a turbocharger or normally aspirated.
  A later addition to the range was the SF65C model. This was a lower-rated version of the C range 6-cylinder engine and shared many of the advantages of the range's component rationalisation. It was available in normally aspirated or turbocharged variants, and both industrial and marine versions were available.
context_section_description: Horizontal versions, such as the C6NFLH (H for horizontal), were also produced for railcars and mounted beneath the floor. This engine was not completely horizontal, with the cylinders inclined slightly upwards at 17½°. Wet sump lubrication was used. Many of the ancillaries and servicing points were relocated to what were now the sides of the engine, so that they could be serviced from the sides of the railcar, rather than having to lift out floor panels.
  The C6NFLH produced 180 bhp at 1,800 rpm. It was used by Metropolitan-Cammell in the Class 111 DMUs of the late 1950s and 1960s, rather than the 150 bhp BUT engines used in earlier classes. Two engines were used for each power car, marshalled into two or three car sets with a power car at each end, giving 720 bhp overall. This extra power was also used for the BRC&WC 'Calder Valley' sets.
  
  An eight-cylinder version, C8NFLH, of 238 bhp at 1,880 rpm was also used. A single unit was used in each power car of the 112 and 113 classes. These were very similar, the 112 having a mechanical pre-selector transmission and the 113 a Lysholm-Smith Twin-Disc torque converter (licence-built by Rolls-Royce) in a hydraulic transmission. The high density 125 and 127 classes used twin engines.
  The C8NFLH, governed to 180 bhp at 1,500 rpm, was also used as the pair of auxiliary generators powering the air-conditiong, lighting and galley of the Blue Pullman sets.
  
  Twin supercharged C8SFLH engines of 250 hp were used in some of the early New South Wales 620 Class railcars with licence built Twin Disc transmissions. C8SFLH engines and licence built Twin Disc transmissions were also used to re-engine a number of Canadian National Railway and Canadian Pacific Railway's Budd railcars.
  
  Supercharged C6SFLH units of 230 bhp were trialled in a single British Rail Class 111 and were later retrofitted to the Norwegian Class 86 and 91 DMUs. The three South Maitland Railways Tulloch rail cars of 1961 also used Supercharged C6SFLH units of 233 hp with a licence built Twin Disc transmission.
caption: Class 111 DMU with twin C6NFLH in each power car
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