second run for a very famous boat that had 11 starts and 10 wins. Unfortunately on the 11th start it crashed and has been in mothballs for almost 4o years. Bought back to life by David Pagano and many many hours of labour
Rolls-Royce Meteor Tank Engine
The second performer of the day before Christmas festivities, ending the
evening with an aggressive yet ear-pleasing display. Filmed by Father
1960's Merlin V12 powered thunderboat "Aggressor" back in the water and
making a run after more than 30 years.
Ostern 2013 V12 Merlin Rolls Royce Spitfire Start
Hier ein wirklich seltenes Stück Rolls Royce Merlin V12. Bauzeit
die ersten hatten 1000PS die letzten ca. 2000PS. Verbaut u.a. in Spitfire.
Es wurden auch gedrosselte Versionen für Panzer ( Meteor) ohne Lader bis
Peter sein neues Schätzchen läuft erst seit zwei Tagen. Tank noch
provisorisch, Gasanhme noch nicht perfekt, wiel noch keine Spritpumpen
angebaut sind. Ist aber alles in Arbeit. Anderes Video noch mal im dunkeln.
Dispatch 33' Garwood- (She starts around :55) V-12 Rolls Royce engine
Gathering of the Garwoods - August 2009
Dispatch does not actually fire until about :55 seconds into the movie.
What you hear before that is a 28' Garwood in front of her with a V-12
Scripps Motor. The noise prior to the firing is the fuel pump.
1931 Gar Wood Triple Cockpit Runabout
Gar Wood 33-foot triple cockpit runabouts are considered some of the finest
runabouts produced by the famous boatbuilding firm in Marysville, MI.
Elegant and powerful, these craft were offered with either a Scripps V-12
or a Gar Wood Liberty V-12 engine and were capable of exceeding 50 mph.
Manufactured in 1931, the runabout appearing on the stamp has a 650-horsepower, 12-cylinder
Rolls Royce engine. Named Dispatch, she is owned by Tom and Maurine Turner
of Carnelian Bay, CA. Her Lake Tahoe berth is next to Turner's Gar Woods
Grill and Pier Restaurant.
Video by Steven Martini
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!