Misplaced Pages

Hispano-Suiza 12Z: Difference between revisions

Article snapshot taken from Wikipedia with creative commons attribution-sharealike license. Give it a read and then ask your questions in the chat. We can research this topic together.
Browse history interactively← Previous editContent deleted Content addedVisualWikitext
Revision as of 18:09, 19 May 2016 editPetebutt (talk | contribs)Autopatrolled, Extended confirmed users, Pending changes reviewers121,204 editsNo edit summary← Previous edit Latest revision as of 06:40, 9 October 2024 edit undo202.44.216.28 (talk) →Applications: This aircraft was trialed with the HS 12Y engines, but the last prototype, the VG 39 used the HS 12Z. One flew. The production model (VG 39bis) was intended to have ALL HS 12Z engines. 
(41 intermediate revisions by 23 users not shown)
Line 6: Line 6:
|caption= |caption=
}}{{Infobox Aircraft Engine }}{{Infobox Aircraft Engine
|type =V-12 liquid-cooled piston engine |type= ] ] ]
<!-- The type of engine, eg: Air-cooled rotary, High-bypass turbofan --> <!-- The type of engine, e.g.: Air-cooled rotary, High-bypass turbofan -->
|national origin =] |national origin =]
<!-- The country where the engine was first manufactured. Use the main nation (ie. UK), not constituent country (England); don't use "EU". List collaborative programs of only 2 or 3 nations; for more than 3, use "Multi-national --> <!-- The country where the engine was first manufactured. Use the main nation (i.e. UK), not constituent country (England); don't use "EU". List collaborative programs of only 2 or 3 nations; for more than 3, use "Multi-national -->
|manufacturer =] |manufacturer =]
<!-- The firm which manufactured the engine. --> <!-- The firm which manufactured the engine. -->
|designer = |designer =
<!-- The person or persons who designed the engine. Only appropriate for single designers, not project leaders --> <!-- The person or persons who designed the engine. Only appropriate for single designers, not project leaders -->
|first run = |first run = 1939
<!-- The date that the engine was first run. If this hasn't happened, skip this field - don't speculate. --> <!-- The date that the engine was first run. If this hasn't happened, skip this field - don't speculate. -->
|major applications =<br> |major applications = ] <br> ] <br> ]
⚫ * ]
⚫ * ]
* ]
<!-- aircraft (or other vehicles) that were powered by this engine --> <!-- aircraft (or other vehicles) that were powered by this engine -->
|produced = |produced = 1944-1955
<!-- Years in production (eg. 1970-1999) if still in active use but no longer built --> <!-- Years in production (eg. 1970-1999) if still in active use but no longer built -->
|number built = |number built = 400{{sfn|Lage|2004|page=353}}
|program cost = |program cost =
<!-- Total program cost --> <!-- Total program cost -->
Line 34: Line 31:
}} }}
|} |}
The '''12Z''', designated '''Type 89''' by the company, was the final evolution of the series of ] V-12 ]s, which had just entered production when ] fell to the ]s during ]. A small number were produced during the war but the German occupation government would not allow full-scale production to start. After the war small numbers were built to equip new designs, but the rapid introduction of the ] ended further development. The '''12Z''', designated '''Type 89''' by the company, was the final production evolution of the series of ] V-12 ]s. The Z model was in the middle of development when ] fell to the ]s during ]. A small number were produced before and during the war but following the ], the German occupation government did not allow full-scale production to start. After the war development would resume and small numbers were built to equip new designs, but the rapid introduction of the ] ended further development.


==Design and development== ==Design and development==
The 12Z differed from the earlier ] primarily in the use of four valves per cylinder operated by dual overhead cams. This gave the cylinders considerably better ] and faster operation, raising the RPM from 2,400 to 2,700. The engine was also designed to run only on 100 ] fuel (instead of 87, which was common at that point) which allowed the ] to rise from the 12Y's 5.8:1 to the 12Z's 6.75:1. These changes raised the power from 1,000 to 1,300&nbsp;hp (750 to 970&nbsp;kW) at sea level. The 12Z differed from the earlier ] primarily in the use of four valves per cylinder operated by dual overhead cams, as opposed to two valves operated by a single camshaft. This gave the cylinders considerably better ] and faster operation, raising the RPM from 2,400 to 2,700. As with the later variants of the 12Y, the engine was designed to run on 100 ] fuel as well as operate at a higher 7.0:1 ]. After the initial prototypes, fuel injectors built by Lavalette-Bosch would replace the original carburetors, raising the power from 1,000 to 1,300&nbsp;hp (750 to 970&nbsp;kW) at sea level.


Unfortunately the engine continued to use a single-stage, single-speed ] and therefore lacked the all-altitude performance of German and British designs. But tuning the supercharger for a different critical altitude improved high-altitude performance considerably, delivering 1,500&nbsp;hp (1,120&nbsp;kW) at 21,000&nbsp;ft (6,400 m) as opposed to 930&nbsp;hp (690&nbsp;kW) at 2,950&nbsp;ft (900 m) for the 12Y. The engine continued to use a single-stage, single-speed centrifugal ] and therefore lacked the all-altitude performance of German and British designs. But swapping the mediocre HS No.1 supercharger for the larger Szydlowsky-Planiol supercharger tuned for a higher critical altitude improved high-altitude performance considerably, delivering 1,500&nbsp;hp (1,120&nbsp;kW) at {{convert|6400|m|abbr=on}} as opposed to 930&nbsp;hp (690&nbsp;kW) at {{convert|900|m|abbr=on}} for the 12Y-45.


Small prototype runs started in 1939, and were fitted to the ]'s front-line ], the ] and ], creating the M.S.450 and D.524 respectively. Production of the main model, the '''12Z-17''', was just starting at the time of the ]. Production was undertaken in Hispano-Suiza's ] factories, but these engines had many problems and were never used in any numbers. Small prototype runs started in 1939, and were fitted to the ]'s front-line ], the ] and ], creating the M.S.450 and D.524 respectively. Production of the main model, the '''12Zter''', was still not ready at the time of the ] when the factory had to move from Bois-Colombes to Tarbes. The earliest full-scale production order of 70 engines was placed in 1941, intended to support the first half of an order for 105 D.520Zs that was not permitted by the occupation government. Initial production instead was undertaken in Hispano-Suiza's ] factories in Barcelona where they were intended for the ]. In 1943, La Hispano-Suiza received an order for 120 engines from the Spanish Air Force, but by late 1947 only 50 were completed. Rather than operate with 100/130 octane fuel as used by the French, the Spanish 12Zs were tuned to operate with 92 octane fuel. The lower grade fuel the power dropped slightly to 1,280&nbsp;hp (950&nbsp;kW) at 2,600 rpm (1,479&nbsp;hp (1,100&nbsp;kW) maximum take-off). Of these first 50 12Zs, three would be given to France post-war to speed up aircraft development.


Development would continue in Barcelona after the occupation of Southern France in 1942, but then would return to France after liberation in 1944. With the reestablishment of Hispano-Suiza in France, development and production would quickly pick back up in 1945 with the '''12Z-17''' family of engines and end in 1950 after producing about 200 engines.<ref name="snecma">{{cite web |last1=Hartmann |first1=Gérard |title=NAISSANCE D'UN GEANT |url=https://www.hydroretro.net/etudegh/naissance_d_un_geant.pdf |website=hydroretro |access-date=10 March 2023}}</ref> Spanish production would continue in 1948 with Hispano-Suiza partnered with ] for an order of 280 new 12Z-17s and 50 rebuilt 12Z-M.{{sfn|Lage|2004|page=330}} Of the 70 incomplete engines from the prior order, ENASA delivered 12 12Zs by 1950 and converted 58 to 12Z-Ms. Due to poor reliability and schedule issues, the order for 280 engines was reduced to 100, and only 104 12Z-17s were delivered by 1955 when the contract was canceled.{{sfn|Lage|2004|page=348}}
After the war a new version tuned to operate with 92 ] fuel, as opposed to the -17's 100/130, was built in limited numbers as the '''12Z-89'''. Compression ratio was raised slightly to 7:1, but with the lower grade fuel the power dropped slightly to 1,280&nbsp;hp (950&nbsp;kW) at 2,600 rpm (1,479&nbsp;hp (1,100&nbsp;kW) maximum take-off). These engines apparently had the same sorts of reliability issues as the earlier -17's made in Spain, and the type never entered production.


==Variants== ==Variants==
With development and production being split between La Hispano Suiza of Barcelona and Hispano Suiza of Bois-Colombes and Tarbes, there were multiple designations for the same model created for the 12Z and its variants. Spanish serial numbers were in the 50XXX range and French serial numbers were in the 10XXX range.
⚫ ;12Z-1

:The initial version of the engine used for development
===Type 89===
⚫ ;12Z-17
;'''12Z-01'''
:development peak at time of the Fall of France in May 1940
:Carbureted prototypes fitted with a single speed HS No.1 supercharger, first ran in 1939, for the D.524, MS.450, and later the D.520Z prototype.{{sfn|Lage|2004|page=488}}
⚫ ;12Z-89
;'''12Zbis'''
:post-war development,not successful.
:Carbureted design fitted with a single speed Szydlowsky-Planiol (Turbomeca) supercharger proposed for the CAPRA R-80 trimotor.{{sfn|Lage|2004|page=277}}
;'''12Zter'''
:Known as just the '''12Z''' by the Spanish Air Force and, incorrectly, as the '''12Z-89''' internally by ] and the Barcelona factory.{{sfn|Lage|2004|page=326}} First fuel injected variant for the ], HS-50 prototype, second VB 10 prototype, and HA-1109J.{{sfn|Lage|2004|page=488}}
⚫ ;'''12Z-17'''
:Main production variant fitted with a single speed Turbomeca supercharger. For the Bre.482 and SE.520Z prototypes, in service with S-49C and HA-1109K/1110K/1112K.
;'''12Z-18'''
:12Z-17 but opposite turning.
⚫ ;'''12Z-A'''
:1944 design from Spain fitted with a 2-speed HS No.2 supercharger, proposed for a large-wing Hispano HS-50 variant.{{sfn|Lage|2004|page=305}}
;'''12Z-B'''
:1944 design from Spain fitted with a 2-stage, intercooled supercharger.
;'''12Z-T'''
:Fitted with Hispano-Boverli (HISBO) turbocharger, planned for Amiot 357.
;'''12Z-M'''
:12Zter rebuilt to 12Z-17 standard, not ''moteur-canon'' capable.
⚫ ;'''12Z-1'''
:Also called the '''12Z-I''', prototypes fitted with a 2-speed HS No.3bis supercharger, planned for SE.520Z production models.
;'''12Z-11'''
:Also called the '''12Z-II''', design fitted with a 2-speed Turbomeca supercharger, proposed for enhanced ] or S-49 variants.{{sfn|Lage|2004|page=324}}

===Type 91===
;'''12Z-15'''
:12Z-17 fitted with a larger 340&nbsp;mm output gear instead of 300&nbsp;mm, dedicated variant for VB 10.{{sfn|Lage|2004|page=489}}
;'''12Z-16'''
:12Z-18 fitted with a larger 340&nbsp;mm output gear instead of 300&nbsp;mm, dedicated variant for VB 10.{{sfn|Lage|2004|page=489}}


==Applications== ==Applications==
* ] * ]
* ]
* ]
* ] * ]
⚫ * ]
⚫ * ]
* ]
* ] — Development of the: Dewoitine D.520 Z prototype.


==Specifications (12Z-1)== ==Specifications (12Z-1)==
Line 63: Line 89:
<!-- Please include units where appropriate (main comes first, alt in parentheses). If data are missing, leave the parameter blank (do not delete it). For additional lines, end your alt units with )</li> and start a new, fully formatted line with <li> --> <!-- Please include units where appropriate (main comes first, alt in parentheses). If data are missing, leave the parameter blank (do not delete it). For additional lines, end your alt units with )</li> and start a new, fully formatted line with <li> -->
|ref=<ref name="AEotW46">{{cite book|last=Wilkinson|first=Paul H.|title=Aircraft Engines of the World 1946|publisher=Sir Isaac Pitman & Sons Ltd.|location=London|year=1946|edition=revised 3rd}}</ref> |ref=<ref name="AEotW46">{{cite book|last=Wilkinson|first=Paul H.|title=Aircraft Engines of the World 1946|publisher=Sir Isaac Pitman & Sons Ltd.|location=London|year=1946|edition=revised 3rd}}</ref>
|type=V-12 60° liquid-cooled, geareed drive supercharged four stroke piston engine |type=V-12 60° liquid-cooled, gear driven supercharged four stroke piston engine
|bore=150mm (5.9in) |bore=150mm (5.9in)
|stroke=170mm (6.69in) |stroke=170mm (6.69in)
|displacement=36.05 litres (2,199.9in³) |displacement=36.05 litres (2,199.9 cu in)
|length=2,384mm (93.8in) |length=2,384mm (93.8in)
|diameter= |diameter=
Line 75: Line 101:
|supercharger=Gear-driven single-stage two-speed ] with automatic boost control - ratios 6.36:1 and 9.38:1 |supercharger=Gear-driven single-stage two-speed ] with automatic boost control - ratios 6.36:1 and 9.38:1
|turbocharger= |turbocharger=
|fuelsystem=Direct fuel injection @ 40kg/cm² (570psi) 2x Lavalette P511-AS2 6-plunger injection pumps with 1x Lavalette KFD injector per cylinder |fuelsystem=Direct fuel injection @ 40 kgf/cm² (570 psi) 2x Lavalette P511-AS2 6-plunger injection pumps with 1x Lavalette KFD injector per cylinder
|fueltype=100/130-] gasoline |fueltype=100/130-] gasoline
|oilsystem=Dry sump, pressure feed @ 5kg/cm² (70psi), 20.5 centistokes (100S.U. secs) viscosity oil |oilsystem=Dry sump, pressure feed @ 5 kgf/cm² (70 psi), 20.5 centistokes (100 ]) viscosity oil
|coolingsystem=Ethylene Glycol/water mix |coolingsystem=Ethylene Glycol/water mix
|power=<br> |power={{unordered list
*Take-off - 1,342kW (1,800hp) @ 1,150mm (45.3in)Hg boost @ 2,800rpm |'''Take-off:''' {{convert|1342|kW|hp|abbr=on|0}} @ 1,150mm (45.3in)Hg boost @ 2,800rpm
*Military, low - 1,193kW (1,600hp) @ 2,500m (8,200ft) @ 2,800rpm |'''Military, low:''' {{convert|1193|kW|hp|abbr=on|0}} @ {{convert|2500|m|ft|abbr=on|0}} @ 2,800rpm
*Military, high - 984kW (1,320hp) @ 8,000m (26,200ft) @ 2,800rpm |'''Military, high:''' {{convert|984|kW|hp|abbr=on|0}} @ {{convert|8000|m|ft|abbr=on|0}} @ 2,800rpm
*Cruising, low - 1,193kW (900hp) @ 3,000m (9,800ft) @ 2,100rpm |'''Cruising, low:''' {{convert|1193|kW|hp|abbr=on|0}} @ {{convert|3000|m|ft|abbr=on|0}} @ 2,100rpm
*Cruising, high - 1,193kW (900hp) @ 5,600m (18,400ft) @ 2,100rpm |'''Cruising, high:''' {{convert|1193|kW|hp|abbr=on|0}} @ {{convert|5600|m|ft|abbr=on|0}} @ 2,100rpm
}}
|specpower=@ take-off power - 37.22kW/l (0.818hp/in³) |specpower=@ take-off power - 37.22kW/L (0.818hp/(cu in))
|compression=7.0:1 |compression=7.0:1
|fuelcon= |fuelcon=
|specfuelcon= 0.29kg/kW/hr (0.48lb/hp/hr) |specfuelcon= 0.29kg/(kW h) (0.48lb/(hp h))
|oilcon=0.006 kg/kW/hr (0.018lb/hp/hr) |oilcon=0.006 kg/(kW h) (0.018lb/(hp h))
|power/weight=@take-off power - 2.16kW/kg (1.32hp/lb) |power/weight=@take-off power - 2.16kW/kg (1.32hp/lb)
|designer= |designer=
Line 95: Line 122:
|general_other=Hollow propeller shaft to accommodate a cannon barrel |general_other=Hollow propeller shaft to accommodate a cannon barrel
|components_other=Air Equipment 1525 compressed gas starting system |components_other=Air Equipment 1525 compressed gas starting system
|performance_other=B.M.E.P. (Brake mean effective pressure) 16.3 kg/cm² (232psi) |performance_other=B.M.E.P. (Brake mean effective pressure) 16.3 kgf/cm² (232 psi)
}} }}


==See also== ==See also==
{{aircontent
<!-- other related articles that have not already linked: -->
|see also=

<!-- designs which were developed into or from this aircraft: -->
|related=
* ]
* ]
* ]
* ]
* ]
* ]

<!-- aircraft that are of similar role, era, and capability as this design: -->
|similar aircraft=

<!-- relevant lists that this aircraft appears in: -->
|lists=
*] *]

<!-- For aircraft engine articles. Engines that are of similar to this design: -->
|similar engines=

<!-- See ] for more explanation of these fields. -->
}}


==References== ==References==
⚫ {{reflist}}
⚫ {{Commons category}}

⚫ {{reflist}}
===Bibliography===
{{Refbegin}}
* {{cite book |title=Hispano Suiza in Aeronautics|last=Lage|first=Manuel| year=2004|publisher=SAE International|location=Warrendale, USA |isbn=0-7680-0997-9}}
{{Refend}}


==External links== ==External links==
⚫ {{Commons category}}
* a 1949 ''Flight'' article * a 1949 ''Flight'' article


Line 111: Line 167:


{{DEFAULTSORT:Hispano-Suiza 12z}} {{DEFAULTSORT:Hispano-Suiza 12z}}
] ]
] ]
]

Latest revision as of 06:40, 9 October 2024

This article needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.
Find sources: "Hispano-Suiza 12Z" – news · newspapers · books · scholar · JSTOR (December 2009) (Learn how and when to remove this message)
Hispano-Suiza 12Z
Type V-12 piston aero engine
National origin France
Manufacturer Hispano-Suiza
First run 1939
Major applications Arsenal VB 10
Hispano Aviación HA-1112
Ikarus S-49C
Produced 1944-1955
Number built 400
Developed from Hispano-Suiza 12Y

The 12Z, designated Type 89 by the company, was the final production evolution of the series of Hispano-Suiza V-12 aircraft engines. The Z model was in the middle of development when France fell to the Germans during World War II. A small number were produced before and during the war but following the occupation of Vichy France, the German occupation government did not allow full-scale production to start. After the war development would resume and small numbers were built to equip new designs, but the rapid introduction of the jet engine ended further development.

Design and development

The 12Z differed from the earlier 12Y primarily in the use of four valves per cylinder operated by dual overhead cams, as opposed to two valves operated by a single camshaft. This gave the cylinders considerably better volumetric efficiency and faster operation, raising the RPM from 2,400 to 2,700. As with the later variants of the 12Y, the engine was designed to run on 100 octane fuel as well as operate at a higher 7.0:1 compression ratio. After the initial prototypes, fuel injectors built by Lavalette-Bosch would replace the original carburetors, raising the power from 1,000 to 1,300 hp (750 to 970 kW) at sea level.

The engine continued to use a single-stage, single-speed centrifugal supercharger and therefore lacked the all-altitude performance of German and British designs. But swapping the mediocre HS No.1 supercharger for the larger Szydlowsky-Planiol supercharger tuned for a higher critical altitude improved high-altitude performance considerably, delivering 1,500 hp (1,120 kW) at 6,400 m (21,000 ft) as opposed to 930 hp (690 kW) at 900 m (3,000 ft) for the 12Y-45.

Small prototype runs started in 1939, and were fitted to the French Air Force's front-line fighter aircraft, the M.S.410 and D.520, creating the M.S.450 and D.524 respectively. Production of the main model, the 12Zter, was still not ready at the time of the armistice when the factory had to move from Bois-Colombes to Tarbes. The earliest full-scale production order of 70 engines was placed in 1941, intended to support the first half of an order for 105 D.520Zs that was not permitted by the occupation government. Initial production instead was undertaken in Hispano-Suiza's Spanish factories in Barcelona where they were intended for the HA-1109. In 1943, La Hispano-Suiza received an order for 120 engines from the Spanish Air Force, but by late 1947 only 50 were completed. Rather than operate with 100/130 octane fuel as used by the French, the Spanish 12Zs were tuned to operate with 92 octane fuel. The lower grade fuel the power dropped slightly to 1,280 hp (950 kW) at 2,600 rpm (1,479 hp (1,100 kW) maximum take-off). Of these first 50 12Zs, three would be given to France post-war to speed up aircraft development.

Development would continue in Barcelona after the occupation of Southern France in 1942, but then would return to France after liberation in 1944. With the reestablishment of Hispano-Suiza in France, development and production would quickly pick back up in 1945 with the 12Z-17 family of engines and end in 1950 after producing about 200 engines. Spanish production would continue in 1948 with Hispano-Suiza partnered with ENASA for an order of 280 new 12Z-17s and 50 rebuilt 12Z-M. Of the 70 incomplete engines from the prior order, ENASA delivered 12 12Zs by 1950 and converted 58 to 12Z-Ms. Due to poor reliability and schedule issues, the order for 280 engines was reduced to 100, and only 104 12Z-17s were delivered by 1955 when the contract was canceled.

Variants

With development and production being split between La Hispano Suiza of Barcelona and Hispano Suiza of Bois-Colombes and Tarbes, there were multiple designations for the same model created for the 12Z and its variants. Spanish serial numbers were in the 50XXX range and French serial numbers were in the 10XXX range.

Type 89

12Z-01
Carbureted prototypes fitted with a single speed HS No.1 supercharger, first ran in 1939, for the D.524, MS.450, and later the D.520Z prototype.
12Zbis
Carbureted design fitted with a single speed Szydlowsky-Planiol (Turbomeca) supercharger proposed for the CAPRA R-80 trimotor.
12Zter
Known as just the 12Z by the Spanish Air Force and, incorrectly, as the 12Z-89 internally by Hispano Aviación and the Barcelona factory. First fuel injected variant for the VG 39, HS-50 prototype, second VB 10 prototype, and HA-1109J.
12Z-17
Main production variant fitted with a single speed Turbomeca supercharger. For the Bre.482 and SE.520Z prototypes, in service with S-49C and HA-1109K/1110K/1112K.
12Z-18
12Z-17 but opposite turning.
12Z-A
1944 design from Spain fitted with a 2-speed HS No.2 supercharger, proposed for a large-wing Hispano HS-50 variant.
12Z-B
1944 design from Spain fitted with a 2-stage, intercooled supercharger.
12Z-T
Fitted with Hispano-Boverli (HISBO) turbocharger, planned for Amiot 357.
12Z-M
12Zter rebuilt to 12Z-17 standard, not moteur-canon capable.
12Z-1
Also called the 12Z-I, prototypes fitted with a 2-speed HS No.3bis supercharger, planned for SE.520Z production models.
12Z-11
Also called the 12Z-II, design fitted with a 2-speed Turbomeca supercharger, proposed for enhanced CASA 2.111 or S-49 variants.

Type 91

12Z-15
12Z-17 fitted with a larger 340 mm output gear instead of 300 mm, dedicated variant for VB 10.
12Z-16
12Z-18 fitted with a larger 340 mm output gear instead of 300 mm, dedicated variant for VB 10.

Applications

Specifications (12Z-1)

Data from

General characteristics

  • Type: V-12 60° liquid-cooled, gear driven supercharged four stroke piston engine
  • Bore: 150mm (5.9in)
  • Stroke: 170mm (6.69in)
  • Displacement: 36.05 litres (2,199.9 cu in)
  • Length: 2,384mm (93.8in)
  • Width: 744mm (29.3in)
  • Height: 1,074mm (42.3in)
  • Dry weight: 620kg (1,367lb)
  • Hollow propeller shaft to accommodate a cannon barrel

Components

  • Valvetrain: Two intake and two sodium-cooled exhaust valves per cylinder actuated by dual overhead camshafts
  • Supercharger: Gear-driven single-stage two-speed centrifugal type supercharger with automatic boost control - ratios 6.36:1 and 9.38:1
  • Fuel system: Direct fuel injection @ 40 kgf/cm² (570 psi) 2x Lavalette P511-AS2 6-plunger injection pumps with 1x Lavalette KFD injector per cylinder
  • Fuel type: 100/130-octane rating gasoline
  • Oil system: Dry sump, pressure feed @ 5 kgf/cm² (70 psi), 20.5 centistokes (100 S.U. secs) viscosity oil
  • Cooling system: Ethylene Glycol/water mix
  • Reduction gear: Spur reduction gear ratio 0.6:1
  • Air Equipment 1525 compressed gas starting system

Performance

  • Power output:
    • Take-off: 1,342 kW (1,800 hp) @ 1,150mm (45.3in)Hg boost @ 2,800rpm
    • Military, low: 1,193 kW (1,600 hp) @ 2,500 m (8,202 ft) @ 2,800rpm
    • Military, high: 984 kW (1,320 hp) @ 8,000 m (26,247 ft) @ 2,800rpm
    • Cruising, low: 1,193 kW (1,600 hp) @ 3,000 m (9,843 ft) @ 2,100rpm
    • Cruising, high: 1,193 kW (1,600 hp) @ 5,600 m (18,373 ft) @ 2,100rpm
  • Specific power: @ take-off power - 37.22kW/L (0.818hp/(cu in))
  • Compression ratio: 7.0:1
  • Specific fuel consumption: 0.29kg/(kW h) (0.48lb/(hp h))
  • Oil consumption: 0.006 kg/(kW h) (0.018lb/(hp h))
  • Power-to-weight ratio: @take-off power - 2.16kW/kg (1.32hp/lb)
  • B.M.E.P. (Brake mean effective pressure) 16.3 kgf/cm² (232 psi)

See also

Related development

Related lists

References

  1. Lage 2004, p. 353.
  2. Hartmann, Gérard. "NAISSANCE D'UN GEANT" (PDF). hydroretro. Retrieved 10 March 2023.
  3. Lage 2004, p. 330.
  4. Lage 2004, p. 348.
  5. ^ Lage 2004, p. 488.
  6. Lage 2004, p. 277.
  7. Lage 2004, p. 326.
  8. Lage 2004, p. 305.
  9. Lage 2004, p. 324.
  10. ^ Lage 2004, p. 489.
  11. Wilkinson, Paul H. (1946). Aircraft Engines of the World 1946 (revised 3rd ed.). London: Sir Isaac Pitman & Sons Ltd.

Bibliography

  • Lage, Manuel (2004). Hispano Suiza in Aeronautics. Warrendale, USA: SAE International. ISBN 0-7680-0997-9.

External links

Hispano-Suiza aircraft engines
Piston engines
Turbojets
Categories: