v-12 gas 3,200 cubic inch engine
a climax v-12 with a 7 inch bore and stroke 270 cubes per cylinder was used
for pumping water in michigan in saginaw there was six and this is number 6
1 gallon of fuel per minute 15,380 lbs and 30 gallons of oil for the
crankcase and four zeinth carberators = fun :) and please check out my
other videos of cold starts i just added along with the others thanks!!!
Sherman Tank Engine
This is an 1100 Cu in. all aluminum Ford 4 cam, 32 valve v-8 that is used
in a WWII Sherman Tank. This engine style is also used in the M26
ROLLS ROYCE merlins
In 1936, the Air Ministry had a requirement for a new fighter aircraft with
airspeeds that would eventually have to be over 300 mph (480 km/h).
Fortunately, two designs had been developed entirely as private venture
exercises: the Hawker Hurricane and Supermarine Spitfire. Both were
designed around the PV-12 instead of the Kestrel, and were the only British
modern fighters to have been so developed. Production contracts for both
aircraft were let in 1936. The PV-12 was instantly catapulted to the top of
the supply chain and became the Merlin.
Early Merlins were considered to be rather unreliable, but Rolls soon
introduced a superb reliability-improvement programme to improve matters.
This consisted of taking random engines from the end of assembly line and
running them continuously at full power until they failed. Each was then
dismantled to find out which part had failed, and that part was redesigned
to be stronger. After two years of this, the Merlin had matured into one of
the most reliable aero engines in the world, and could be run at full power
for eight-hour bombing missions with no problems.
As it turned out, the Peregrine saw use in only two aircraft, the Westland
Whirlwind and the Gloster F9/37. Although the Peregrine appeared to be a
satisfactory design, it was never allowed to mature; Rolls-Royce's priority
was troubleshooting the Merlin. The Vulture was fitted to the Hawker
Tornado and Avro Manchester, but proved unreliable owing to big-end
failures caused by lubrication problems. With the Merlin itself soon
pushing into the 1,500 hp (1,100 kW) range, the Peregrine and Vulture were
both cancelled in 1943. upgrades to the Merlin were the result of
ever-increasing octane ratings in the aviation fuel available from the US,
and ever more efficient Supercharger
designs. At the start of the war the engine ran on the then-standard 87
octane aviation spirit and
The next major version was the XX which ran on 100 octane fuel. This
allowed it to be run at higher manifold pressures, which were achieved by
increasing the "Boost" from the
centrifugal type Supercharger. The
result was that the otherwise similar engine delivered 1,300 hp (970 kW).
The process continued, with later versions running on further-increased
octane ratings, delivering higher and higher power ratings. By the end of
the war the "little" engine was delivering over 1,600 hp (1,200 kW) in
common versions, and as much as 2,070 hp (1,544 kW) in the Merlin 130/131
versions used on the de Havilland Hornet. The Merlin was running on 150
Octane fuel by the time it was used in the Lancaster bomber. This high
octane rating was achieved by large quantities of lead anti-knocking agent,
so much in fact, that the engine cowlings around the Exhaust outlets were usually heavily stained
with it. It had to be regularly removed for aerodynamic, not to mention
The Merlin's lack of direct fuel injection meant that both Spitfires and
Hurricanes were, unlike the contemporary Bf-109E, unable to nose down into
a deep dive. This meant the Luftwaffe fighters could 'bunt' into a
high-power dive to escape attack, leaving the Spitfire spluttering behind
as its fuel was forced by negative 'g' out of the carburettor. RAF fighter
pilots soon learned to 'half-roll' their aircraft before diving to pursue
their opponents. The use of uninjected carburettors was calculated to give
a higher specific power output, due to the lower temperature, and hence the
greater density, of the fuel/air mixture, compared to injected systems.
"Miss Shilling's orifice" (invented in March 1941 by a female engineer
named Shilling), a holed diaphragm fitted across the float chambers, went
some way towards curing the fuel starvation in a dive. Further improvements
were introduced throughout the Merlins, with injection introduced in 1943.
Merlin V12 part 1 start up
A Merlin engine built out of two wrecks. It originally powered a twin
engine Mosquito. Just the thing to have in your shed!
First Engine Start FW190
FW190A-8 Werknummer 173056 quickly roared to life Sept. 21, 2009 after 8
1/2 years of restoration work on the four major components of 173056: Tail,
fuselage, wings and engine. Located at the Baton Rouge Metro Airport at PAI
Aero, this restoration is a project of Don and Linda Hansens engineering
company. The engine was started but shut down quickly as a precaution due
to lack of oil pressure indication - found later to be an incorrect
pressure sender. Major Frank Hohmann from Flug-Werk in Gammelsdorf, Germany
worked intently for most of September, as did Don Hansen and crew Rusty
Gautreaux, Danny Trogé and Stephen Hansen to complete engine rigging. This
de-preservation/pre-oiling run was a smoky success, with the 2000HP Ash82T
engine starting instantly on the first try after 30 years in storage. The
first flight is planned for Summer, 2010.
Spitfire OUV. A Truly Emotional Start-Up. www.ml407.co.uk
Nick Grace bought the 2 seat Spitfire in 1979 in a dismantled state and
after 5 years of work took off with his wife Carolyn on their first flight.
Apart from the substantial task of general re-assembly the fuselage and
wings were essentially as they left the factory but a large amount of the
work involved stripping back to bare metal and re-riveting after treatment
with modern anticorrosives which is why OUV is still operational today with
no corrosion. Tragically Nick was killed in a car accident in 1988 but his
widow continues to fly OUV. This short clip is taken from the film "Perfect
Lady" which covers the full story of OUV's restoration. It and other videos
are available from Carolyn's website with all profits going to maintain the
Spitfire in flying condition.
P-38 Engine Startup
Chino's Planes of Fame P-38 "23 Skidoo" on engine startup.
Note. Audio should not be used as a sample of what the P-38 sounds like.
My camera's small mic was being blown out by the noise of the engine and
F4U Corsair "Whistling Death" Flight Demonstration !
This is a compilation of clips of the Planes of Fame Museum's Corsair
(Chino, California) and includes some clips of the Palm Springs Air
Museum's own Corsair. Man, this thing just scoots, BIG TIME! Wow, just
Listen to the 2,000 horsepower generated by the
2,800 cubic inches of the supercharged, 18 cylinder Pratt & Whitney R-2800!
You'll see during the flybys why the Japanese called this fighter the
This aircraft just leaps off the runway in just a few seconds, and
remember, the manifold pressure used today for takeoff with 100-octane
low-lead fuel is not anywhere near what could be used with the wartime,
130-octane+ fuel. Very impressive!
This is our 24 cylinder Detroit that we are putting in a custom 359
Peterbilt. It will use an Allison Transmission, and the engine will be in
the front of the truck. We are starting off with 40 foot 4" X 14" rectangle
rails, not sure how long it will end up being.