Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your V16 shopping experience:

1. Compare - without doubt the biggest advantage that the V16 offers shoppers today is the ability to compare thousands of V16 at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a V16? Wrong! If the V16 is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about V16 then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling V16? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about V16 and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your V16 wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your V16 then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the V16 site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about V16, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your V16, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

A V16 engine is a V engine with 16 cylinder (engine)s. Engines of this number of cylinders are not common.

A V16 engine is perfectly balanced regardless of the V angle without requiring counter-rotating balance shaft which are necessary on large Straight-4 or counterweighted crankshaft like the 90° V8. In addition angles of 45° and 135° vees are optimal solutions, for even-firing and non-split crankshaft journals.

V16s have been used in certain, very few, luxury and high-performance automobiles, mostly for their smoothness (low vibration), since it is easy to make a V8 or V12 as large and powerful as desired in an automotive application, especially with automatic gearboxes. Greater numbers of cylinders are also perceived as a status symbol.

Automotive history Consumer automobiles Marmon had begun working on the world's first V16 engine in 1927, but was unable to complete the production Sixteen model until 1931. By that time, Cadillac (automobile) had already introduced their Cadillac V16, designed by ex-Marmon engineer Owen Nacker. Peerless, too, was developing a V16 with help from another ex-Marmon engineer, James Bohannon.

The Cadillac V16 was the most exclusive model of the marque from January 1930 until 1940, with Cadillac V16 engine of engine. Two varieties were built. From 1930 to 1937, Cadillac used a 452 in³ (7.4 L), OHV motor with a 45° V. For 1938, a new 431 in³ (7.1 L) design was introduced for the Cadillac V16#1938-1940, with a flathead valvetrain and an angle of 135°; this resulted in a much lower cowl height. The 431 was in many ways a superior engine, producing as much power as its immediate predecessor while being far less complex, had a stiffer crankshaft which aided durability and smoothness, and even had an external oil filter, a rarity for any car at any price in those days. However, it was never as popular or highly regarded as its 452ci predecessor.

By contrast, the Marmon Sixteen was a 45° engine made almost entirely of aluminum. Like modern engines, it used pressed steel cylinder liners. Just 400 Marmon Sixteens were produced between 1931 and 1933.

In 1988, a joint business venture between Claudio Zampolli and musician Giorgio Moroder produced the Cizeta-Moroder V16T which featured a 16 cylinder engine in a unique configuration, but which was not a true V16. Rather, the engine was made up of two V8#Cross-plane and flat-plane V8 engine, mounted transverse engine, with gearing between the two providing a single output from the center of the engine assembly to the longitudinal engine transmission (mechanics). It began production in 1991 but only a few cars were produced before the company closed its doors for good.

Cadillac revived the V16 concept in 2003 with a General Motors Corporation concept car, the Cadillac Sixteen. This car used a 1000 horsepower (750 kW) OHV V16.

BMW also experimented with a V-16, eventually showing a 9-liter version in the Rolls-Royce 100EX concept car, but it has been changed to a v12 for production and size reasons.

Racing

In auto racing, the V16 was used in Grand Prix motor racing by the mid-engined Auto Unions that rivalled the Mercedes-Benz from 1933 to 1938.

It has only been used once in the post WWII era, by British Racing Motors. Most unusually, this was a 135° V 1.5 L supercharger powerplant. This engine was a failure despite being powerful—officially, it produced 550 hp (410.1 kW) but likely delivered around 600 hp.

With such a small engine displacement it delivered this power in a narrow, very lofty, RPM range. This made the car difficult to handle, but the sound made by the small 16 cylinders has been described as 'unforgettable.' This problem was exacerbated because of the supercharging system adopted, for expediency BRM chose it to be designed by Rolls-Royce Limited, drawing on their aircraft engines war experience, which used a two-speed centrifugal supercharger. Centrifugal superchargers are much more efficient than the more conspicuous Roots type, but, since centrifugal superchargers only deliver high pressure in a very narrow RPM band, even the Rolls-Royce designed two-speed gearbox used to move the supercharger was not enough to usefully broaden the power band.

Another major problem with the BRM V.16 was its dual ignition system - making it likely that the engine would be running on 4 or 8 or 12 cylinders for parts of the same lap. Another issue was the way in which the engine was installed, canted across the car in the horizontal plane alongside the driver; more than one driver finished or retired from race or testing with burns. At least one of the BRM cars survives and many of its problems would be solved by fitting modern solid-state ignition components.

Other applications Another use for the V16 powerplant is in large diesel engines. Here, manufacturers tend to work with a common cylinder (engine) size across a wide range of engines, and size the engine by the number of cylinders for different power requirements. Thus, many users of large diesel engines such as railroad locomotives use V16 powerplants, including many EMD (Electro-Motive Diesel, Inc., formerly a GM division} locomotives. They are also popular for marine applications and for large emergency generator sets (which frequently use available marine engines, since weight is unimportant). In 1939 Chrysler was contractedby the US government to create a new engine for use in fighter aircraft. Chrysler respondedby designing an inverted V16. They tried many designs before choosing a design with a hemispherical combustion chambered Overhead valve head. The big V16 was rated at 2500 hp. It was finally tested in June of 1945. It was installed in the P-47 Thunderbolt in place of a radial engine. This airplane was designated the XP47H. The change in engine and aerodynamics increased the top speed from 439 mph to 504 mph. The war ended shortly, and the hemi V16 was never mass-produced, although the basic design and valvetrain setup live on in today's Hemi V8s.

de:Sechzehnzylinderpl:V16

A V16 engine is a V engine with 16 cylinder (engine)s. Engines of this number of cylinders are not common.

A V16 engine is perfectly balanced regardless of the V angle without requiring counter-rotating balance shaft which are necessary on large Straight-4 or counterweighted crankshaft like the 90° V8. In addition angles of 45° and 135° vees are optimal solutions, for even-firing and non-split crankshaft journals.

V16s have been used in certain, very few, luxury and high-performance automobiles, mostly for their smoothness (low vibration), since it is easy to make a V8 or V12 as large and powerful as desired in an automotive application, especially with automatic gearboxes. Greater numbers of cylinders are also perceived as a status symbol.

Automotive history Consumer automobiles Marmon had begun working on the world's first V16 engine in 1927, but was unable to complete the production Sixteen model until 1931. By that time, Cadillac (automobile) had already introduced their Cadillac V16, designed by ex-Marmon engineer Owen Nacker. Peerless, too, was developing a V16 with help from another ex-Marmon engineer, James Bohannon.

The Cadillac V16 was the most exclusive model of the marque from January 1930 until 1940, with Cadillac V16 engine of engine. Two varieties were built. From 1930 to 1937, Cadillac used a 452 in³ (7.4 L), OHV motor with a 45° V. For 1938, a new 431 in³ (7.1 L) design was introduced for the Cadillac V16#1938-1940, with a flathead valvetrain and an angle of 135°; this resulted in a much lower cowl height. The 431 was in many ways a superior engine, producing as much power as its immediate predecessor while being far less complex, had a stiffer crankshaft which aided durability and smoothness, and even had an external oil filter, a rarity for any car at any price in those days. However, it was never as popular or highly regarded as its 452ci predecessor.

By contrast, the Marmon Sixteen was a 45° engine made almost entirely of aluminum. Like modern engines, it used pressed steel cylinder liners. Just 400 Marmon Sixteens were produced between 1931 and 1933.

In 1988, a joint business venture between Claudio Zampolli and musician Giorgio Moroder produced the Cizeta-Moroder V16T which featured a 16 cylinder engine in a unique configuration, but which was not a true V16. Rather, the engine was made up of two V8#Cross-plane and flat-plane V8 engine, mounted transverse engine, with gearing between the two providing a single output from the center of the engine assembly to the longitudinal engine transmission (mechanics). It began production in 1991 but only a few cars were produced before the company closed its doors for good.

Cadillac revived the V16 concept in 2003 with a General Motors Corporation concept car, the Cadillac Sixteen. This car used a 1000 horsepower (750 kW) OHV V16.

BMW also experimented with a V-16, eventually showing a 9-liter version in the Rolls-Royce 100EX concept car, but it has been changed to a v12 for production and size reasons.

Racing

In auto racing, the V16 was used in Grand Prix motor racing by the mid-engined Auto Unions that rivalled the Mercedes-Benz from 1933 to 1938.

It has only been used once in the post WWII era, by British Racing Motors. Most unusually, this was a 135° V 1.5 L supercharger powerplant. This engine was a failure despite being powerful—officially, it produced 550 hp (410.1 kW) but likely delivered around 600 hp.

With such a small engine displacement it delivered this power in a narrow, very lofty, RPM range. This made the car difficult to handle, but the sound made by the small 16 cylinders has been described as 'unforgettable.' This problem was exacerbated because of the supercharging system adopted, for expediency BRM chose it to be designed by Rolls-Royce Limited, drawing on their aircraft engines war experience, which used a two-speed centrifugal supercharger. Centrifugal superchargers are much more efficient than the more conspicuous Roots type, but, since centrifugal superchargers only deliver high pressure in a very narrow RPM band, even the Rolls-Royce designed two-speed gearbox used to move the supercharger was not enough to usefully broaden the power band.

Another major problem with the BRM V.16 was its dual ignition system - making it likely that the engine would be running on 4 or 8 or 12 cylinders for parts of the same lap. Another issue was the way in which the engine was installed, canted across the car in the horizontal plane alongside the driver; more than one driver finished or retired from race or testing with burns. At least one of the BRM cars survives and many of its problems would be solved by fitting modern solid-state ignition components.

Other applications Another use for the V16 powerplant is in large diesel engines. Here, manufacturers tend to work with a common cylinder (engine) size across a wide range of engines, and size the engine by the number of cylinders for different power requirements. Thus, many users of large diesel engines such as railroad locomotives use V16 powerplants, including many EMD (Electro-Motive Diesel, Inc., formerly a GM division} locomotives. They are also popular for marine applications and for large emergency generator sets (which frequently use available marine engines, since weight is unimportant). In 1939 Chrysler was contractedby the US government to create a new engine for use in fighter aircraft. Chrysler respondedby designing an inverted V16. They tried many designs before choosing a design with a hemispherical combustion chambered Overhead valve head. The big V16 was rated at 2500 hp. It was finally tested in June of 1945. It was installed in the P-47 Thunderbolt in place of a radial engine. This airplane was designated the XP47H. The change in engine and aerodynamics increased the top speed from 439 mph to 504 mph. The war ended shortly, and the hemi V16 was never mass-produced, although the basic design and valvetrain setup live on in today's Hemi V8s.

de:Sechzehnzylinderpl:V16