Finally, someone has explained secondary vibrations to me so that I can understand it.
@daledavies233413 күн бұрын
V6 engines are a big issue to balance. 60° works fairly well but do have a rocking couple. Depending on whether even fire or odd fire, the balance is affected. They have either a forward/back rocking couple or they duck walk. The odd fire ignition is an issue. The Ferrari Dino was a 120° vibrating wonder, acceptable in a race car but not so good in a street car. A 90° V6 has the advantage of being able to be machined using the same tooling as V8 blocks. The early Buick V6 was odd fire using common crank pins like a V8. Eventually they changed to even fire with split rod journals. When Chev was developing their 90° V6, they built test engines with various rod journal splits including even fire, and installed in cars for staff to drive for a week or two and then switch to another. They asked the staff which they found most pleasant to drive. If I remember correctly the 18° split was the most pleasing, so the early 3.2l and 3.8l Chev engines were "semi oddfire". The 4.3 went to even fire. With V6 engines the shakes are tuned out using mounting rubber durometer so the passengers do not feel it.
@rafaellastracom6411Ай бұрын
Hands down one of the best videos on the subject. Clear and succinct presentation. Bravo!
@LetsGoAviateАй бұрын
Thank you
@Americal197029 күн бұрын
Rafael another person who uses the word Bravo. 🤙
@DaveSCameron13 күн бұрын
I second this comment.☘️🙏
@justcarcrazy29 күн бұрын
Excellent video! I have been a mechanical engineer for 15 years, and you still taught me something new.
@MISTERLeSkid21 күн бұрын
When I read the video title, I clicked because OBVIOUSLY, you'll discuss why WW2 German V12s were inverted, and all the pros & cons that came with it. That's a HUGE technical difference but not even a single mention.
@LetsGoAviate21 күн бұрын
😆 I had to keep the video short(ish), I couldn't possibly cover every single thing I wanted to, and tried to keep to the tech. For every viewer something else is more important, so to many I will have left out something important to THEM. There isn't much to it, engines are almost always mounted upside down to improve forward visibility. But you also get a lower centre of gravity, and maintenance is easier, especially in more remote locations. The cons are that it needs a dry sump oil system and potential problems with hydrolock with oil seeping into the cylinders, though as far as I'm aware the DB 600 series didn't really struggle with this.
@tedarcher91209 күн бұрын
@@LetsGoAviateweren't all aviation v12 dry sump? It would be inconvenient for your fighter engine to explode as soon as you pull negative G. Why didn't other countries switch to inverted V?
@LetsGoAviate9 күн бұрын
@@tedarcher9120 You are correct regarding dry sumps. Inverted isn't really "better". Other than the reasons I already mentioned, also being able to mount a cannon to shoot through the nose. So better visibility over the nose, lower C of G and the cannon may have influenced the decision to mount inverted (remember the DB 600 prototype was upright, they turned it upside down later) In hindsight we know those advantages made little, if any, difference compared to the American and British upright V12's.
@markwriter26985 күн бұрын
I have often heard a ninety degree cylinder angle was not optimal. This is the first time this issue was explained. Thank you.
@TerryClarkAccordioncrazy4 күн бұрын
From my understanding 90 degrees is optimal for engines with fewer cylinders because primary balance is more important than even firing order. In some applications like motorcycles, uneven firing order can be an advantage because it allows the rider more control at the limit of tire grip.
@coreyfroАй бұрын
Great video. Turbos DO have parasitic loss on the engine in the form of back pressure on the cylinder. Doing work with the exhaust means resistance on the exhaust. Early turbo chargers were not as efficient as modern turbos so that was a lot of loss for less gain. This is more apparent on low compression engines than on high compression engines as the pressure differential between cylinder and atmosphere is greater. This is why turbo diesels are not just power adders but also efficiency adders even though there is the parasitic back pressure. Using that spent heat to add power is getting that power back. However, if we use the spitfire as an example, they already USED the exhaust energy as thrust, so putting a turbo on that would be robbing one of the ways they were already scavenging that wasted power.
@LetsGoAviateАй бұрын
I tend to think of it as mechanical parasitic loss, so I should have worded it like that. Yes a turbo restricts exhaust flow so would result in a loss, although typically nothing close to the loss of a supercharger. Thanks for the comment!
@coreyfroАй бұрын
@@LetsGoAviate understood. Just have to beat back the tide of "turbos are FREEEEEEEE". They are almost free, especially for diesels. Modern diesels cannot work without them because they have been designed with turbos in mind. There is valve overlap which can only be there BECAUSE of the back pressure. If you want to learn more, just out Gale Banks. He's an unmitigated badass
@danbenson758727 күн бұрын
A turbo raises the overall pressure. The boost and back pressure are approximately equal. The classic analogy is a normally aspirated engine in a deep mine shaft where the air is denser. The exhaust ‘blow down’ pressure is about equal to the peak compression pressure. Say 125 psi and 1200F. That is one heck of a lot of energy. Turbo-compounding captures this…Wright 3350 PRT….increases hp by 15-20%. Modern turbo-compounding has made its way into truck diesels. A turbo is more efficient than a supercharger even if the latter’s exhaust propels the plane. (Jet propulsion efficiency suffers if a great mismatch between the plane velocity and exhaust velocity. ) With turbos the pilot does not have to change supercharger settings with altitude ….a consideration in combat. Cheers
@coreyfro27 күн бұрын
@@danbenson7587 that's not entirely correct. A turbo increases air density. If the heat put into the air is removed, then the pressure is also reduced, hence the value of forced air cooling. This may seem pedantic but all good charge systems have cooling. Regardless, it is the differential between the exhaust and atmosphere which matters for energy input and it is increase air mass in the cylinder which matters for combusition. No one thinks on PSI in and PSI out
@danbenson758727 күн бұрын
@@coreyfro The loss of pressure with cooling applies to a closed volume. This isn’t the case here. The hot air exiting the turbo pressures the air ahead of it that is passing through the charge intercooler. There is a bit of aerodynamic pressure loss thru the cooler though. The intercooler increases charge density. On SI engines for power and knock; on CI engines for power. Ci engines are available w/o intercoolers. BTW, interstage charge coolers have been used on gas turbines for same reasons. Miss your drift on PSI comments. ….Though I haven’t a charge cooler, I am dense. Cheers
@CraigLandsberg-lk1epАй бұрын
Best engine video EVER! 😅😅😅 very comprehensive 🛩️ will be watching it again 😀
@LetsGoAviate29 күн бұрын
Thanks so much!
@vinh7251Ай бұрын
Amazing vid, very clear explanations and complex subjects made simple enough to understand. Very well done indeed. Something that I’ve struggled to understand is dry sumps, especially in inverted V12 engines - when flying level, why doesn’t the oil collect in the cylinder above the piston is a thought that has often occurred to me and I’ve never found a satisfactory answer. If you could find a way to explain this in a future vid I’d really appreciate it. Love your delivery and pace, I found the material easy to follow, as someone who used to do technical training for a living I find your technique and presentation refreshingly good. I will add my bravo to those already here.
@LetsGoAviateАй бұрын
Thank you for the nice comment. I think the short answer is when running the pistons move way too fast for oil to pool in the cylinder. With the engine off it's another story. I'll work it in when doing a video about an inverted engine.
@CraigLandsberg-lk1epАй бұрын
I totally agree and also was wondering about how the inverted V-12 overcome inherent problems.
@DaveSCameron13 күн бұрын
If you’re the average engineer then yes of course.?😂
@flemmingaaberg445729 күн бұрын
Wow - once again absolutely loaded with details
@boronsniify29 күн бұрын
Wow! Great explanation and very well presented. Thanks!!
@fnorgen15 күн бұрын
My favourite example of why turbochargers where not very popular at the time is the internal diagram of the P-47. Plumbing for the turbo and intercooler took up a lot of space, requiring a fat fuselage to house it all. No doubt it added quite a bit of weight as well. However that plane was also a great example as to why this sacrifice could be worth it even on fighters. Especially late war models on high octane fuel could achieve ridiculous high altitude performance. Even more so if the crew tampered with the turbine overspeed protection to maintain max boost to even higher altitudes. It's just that at low to medium altitudes the compactness and simplicity of pure supercharging far outweighed the mechanical efficiency of turbocharging. At least through most of the war when manifold pressures remained somewhat modest.
@scudfarcus434325 күн бұрын
I'm a bit surprised that the Lockheed P-38 Lightning was not mentioned as an example of a successful application of a turbocharged V12.
@LetsGoAviate25 күн бұрын
To be honest there are many things left out due to time. The video is 33 minutes long already, which apparently is too long for most viewers. Before calling it successful I would have had to go into the high altidude problems with the turbo on the P-38, or someone would have commented how they are surprised I didn't mention it...
@chrisvig12324 күн бұрын
Turbo supercharger actually
@LetsGoAviate24 күн бұрын
@@chrisvig123 Goes without saying (but should probably still say it) as the supercharger is built into the engine.
@tlmoller24 күн бұрын
An v12 is two inline 6. An inkine 6 is two inline 3. Inline 3 and 6 both have the 120 deg crankshaft and same secondary ballance. The inline 3 has the rocking issue that can be cancled by an flywheel with same but opposite in-ballance, or by an mirro 3 inline to create the 6 inline. So an inline 3 is simple to ballance and heavy used in modern cars. Main advantage by the inline 6 is the self ballance and the 120 deg fire order. An v8 can also be in ballance but will then have an uneven fire order. Today 2 cylinder boxer in smaler airplanes taken from BMW motorbikes are popular due to ballance and small dimension.
@samipso7 күн бұрын
I knew nothing about engines. Now I feel like I know things most people wouldn't understand.
@PhrankTube9 күн бұрын
Outstanding!! A technical deposition of this depth is long overdue. One subject of fascination to me has always been the 45 degree included angle of the WWI Liberty V12. Might be an interesting subject at some time. Keep up this great, great work!
@mpetersen65 күн бұрын
45° to keep the engine as narrow as possible. Same displacement as the Merlin by the way. Also built as an inverted air-cooled V-12 with the displacement reduced.
@markwriter269814 күн бұрын
Thank you. Best explanation I’ve heard .
@mattwilliams274023 күн бұрын
the problem with exhaust stacks as seen in ww2 aircraft is that, while they produce thrust, they're not producing thrust all the time. a single exhaust on a p-51 of any production type for example will produce a given amount of thrust relative to rpm for 1/4 of the running time, the other 3/4 of the time it's just producing drag. the british tried addressing this by producing 2 into 1 collectors but that only reduces the amount of time it's producing drag to about half. which was still not a net gain. additionally, iirc, when the british did their tests on exhausts proving a 10 mph improvement with the use of angled stacks it was vs. the flush stacks that just blew the air out 90 degrees to the direction of flight. naca did test on this too and all parties came out with some very interesting info but what was really found to work, shrouded stacks and collectors, was seen as too complicated and expensive to produce and maintain as well as not fitting current designs already in production.
@Ariu_the_furry3 күн бұрын
i love learning about engines!
@jbepsilon26 күн бұрын
Anyone interested in the history of WWII era aviation engines should get Calum Douglas' book The Secret Horsepower Race.
@ethanmckinney20321 күн бұрын
It's the pinnacle of the topic so far.
@VladimirLabovic4 күн бұрын
Excellent explanations. Thank you very much!
@markrix6 күн бұрын
Awesome video! Love that you showed the clip of the lightening, it had an extra advantage, the guns shot straight on, no convergence.. ask yamamoto when he got killed in his betty, the one survivor explained how precise then gunfire was, killed the gunners before they could even man their stations, and It was fast, really fast for the time. Oh when you get to hell, i mean, you can ask him, the desighner of the pearl harbor attack.
@brucepoole855222 күн бұрын
I have very little mechanical skills however, I found this video to be captivating, your narration, the use of graphics are steller! Thank you.
@LetsGoAviate22 күн бұрын
I'm glad you found it useful!
@user-rm5cc1nh2w22 күн бұрын
Very well done, about the best explanations on a very complex subject ... Thank you !!
@informationstream651329 күн бұрын
the centrifugal superchargers used by the ww2 engines usually didnt increase the boost linearly as the rpm increased... the boost of the centrifugal supercharger increases pretty much exponentially with the rpm which is one of the major annoyances in supercharger design.
@LetsGoAviate29 күн бұрын
Yeah it really only starts moving sufficient air at higher rpm, much like a turbo. But it's a non-issue in aviation, as opposed to an annoyance on cars.
@informationstream651329 күн бұрын
@@LetsGoAviate arguable. while ww2 aero-engines have a narrower rpm band than car engines and its less of a problem, they still have an rpm band and therefore this is a factor. and especially when starting the engine it changes things a lot as the low compression ratio has a hard time creating enough pressure to allow for good ignition. and stuff like that.
@calvinnickel999523 күн бұрын
Not really an annoyance at all in aircraft engines. Accelerating from idle they are only accelerating themselves and the propeller so low boost isn’t a problem-just like aircraft ignition timing is fixed for the same reason. And the engine spends most of its time at a constant RPM.. either max in combat or a significant percentage of it so boost is always high. The boost levels are controlled by the throttle. Lots of aircraft engines with single speed superchargers are “ground boosted” which means that they produce way too much boost on the ground.. the idea being is that you can use the throttle to get maximum boost for several thousand feet rather than having it fall off immediately as the aircraft climbs.
@greenthing9910018 күн бұрын
Brilliant. Subscribed. I live with motor neuron disease and videos like this enhance he quality of my life, thank you.
@LetsGoAviate18 күн бұрын
You're awesome, thank you
@gwagnsso27 күн бұрын
I found this informative, and interesting. Thank you.
@dimitrivlachos214025 күн бұрын
Really well done - excellent work
@ogaugeclockwork440723 күн бұрын
Great video! The issue with the Jet Fuel powered compression ignition engines is that cetane index isn’t in the Jet Fuel specification. Hence operability may vary significantly!
@Pleksilasi19 күн бұрын
There is no such thing as too much v12's. Great vid!
@mpetersen629 күн бұрын
Not all aviation V-12s have been 60° bank angle. The Liberty was a 45° bank angle. The Libert was also designed as a family of engines. A four, an inline six, a V-8 and the V-12.
@Americal197029 күн бұрын
That was excellent... Bravo.
@svendler229 күн бұрын
Fantastic video. Thank you.
@micodyerski162113 күн бұрын
"Turbo" is an adjective describing a type of super charger. If it is driven by exhaust, its turbo. If driven by crank shaft, its mechanical. Thats it‼
@gabrielibarra555111 күн бұрын
amazing video, id love to see you talk about big bang firing orders!
@Dark_Knight_USA9 күн бұрын
Greetings: Very well presented. Thx 4 the share.
@leearmstrong-np7jh29 күн бұрын
Spot on
@davidwacker192516 күн бұрын
I found this very interesting, thank you
@stco242620 күн бұрын
Great coverage and very detailed. Thanks!
@Brommear23 күн бұрын
Great video. I smiled when you showed a P38 just after saying that turbos were to large tor WW2 fighters - that one had two turbos in the booms. You can see the bulges where the air intakes were located just behind the wings. The Germans liked their V12s with the crankshafts at the top and the heads at the bottom. That probably required a complicated starting procedure. Pragtige aksent! Groete uit Chile.
@LetsGoAviate23 күн бұрын
Thanks. I did specify only the P-39 and P-40 though, not all fighters 🙂 The fact that it required a twin-boom fuselage to host the turbo's drives the point home. Of course the GE turbo did make it onto a single engine fighter, the P-47. A radial yes, but it's a massive plane in comparison and the only single engine fighter to use the GE turbo. There are some excellent photos on the net showing the full GE turbo with all it's systems as in use on the P-47. I couldn't use it in the video as it's copyrighted. It really is massive. lynceans.org/tag/p47/
@Brommear22 күн бұрын
@@LetsGoAviate Thanks. I'm not a pilot and I'm new to your channel. I liked the Kgaligadi video as I often visited Soda Ash in the 1990s. I remember well once the pan had about one and a half meters of water in it. Quite spectacular waves. One of my sons in law is busy building an aircraft in East London. If interested, how can he contact you?
@LetsGoAviate22 күн бұрын
@@Brommear No problem. My email is listed in the about page of the channel, letsgoaviate at protonmail dot com. Alternatively on Instagram, account is lets_go_aviate
@cabanfordАй бұрын
Well done 👍❤
@user-xw2ml3tp7pАй бұрын
How about vr engine layout Lancia made it since 1922
@steveasher9239Ай бұрын
Excellent explanation.
@frankceeko459619 күн бұрын
Thanks!
@LetsGoAviate19 күн бұрын
Thank you!
@DaveSCameron13 күн бұрын
A #SCOUSER invented this beauty, as usual. #MilesAhead 🥂☘️🙏
@TheHikrr26 күн бұрын
Thanks👍 Good video, very good video!!
@daledavies233413 күн бұрын
At the time of WW2 turbocharger technology was still being developed. Metallurgy was no where near what we have today. Aircraft engine design is vastly different than automotive, more closely resembles heavy duty diesels. Because both run for hours at high duty cycles, read power levels, compared to automotive engines, the webs between the main journals and rod journals must be wider. Also the fillet radius between the web and journal must be a larger radius. These two features help absorb and mitigate stress risers and cracks which will develop into broken crankshafts. The crankshaft throws unwind on the compression stroke and then wind up during the power stroke. Metals when bent repeatedly eventually crack and break. For similar reasons the connecting rods need to be designed for the higher duty cycle loading. Exhaust valves in an engine running at 75% power for hours tend to run hot. Aircraft engine mixture can be adjusted for maximum exhaust temperature which is maximum power for 5 minutes on takeoff. Then most are adjusted to richen the mixture (ROP) until the exhaust temperature drops about 50°F. The extra fuel cools the exhaust valves. The mixture can also be leaned to reduce the temperature about the same (LOP), with the extra air cooling the valves. Running at high power for hours and maximum exhaust temperature will lead to exhaust valve heads breaking off. OOPS. With all this, keeping weight as low as possible while keeping reliability is a delicate balance.
@jbflores0126 күн бұрын
Excellent presentation! very well done!
@glenno589725 күн бұрын
Awesome presentation, well done 👍
@danweyant490928 күн бұрын
The reason for powerplant development? 2nd place guy a air superiority doesn't get to go home.
@calvinnickel999523 күн бұрын
Except that it’s more than just the engine. Take the Allison 1710. It was one of the best allied engines of the war. It was larger than the Merlin, easier to produce, modular, and was designed to use a turbocharger which could deliver maximum boost at any altitude. The P-39 was designed with it.. and it had very advanced features like tricycle landing gear and heavy forward armaments. But the decision was made to delete the turbocharger as it was felt it was too heavy and bulky-even though the mid mounted engine eliminated the need for excessive ducting like the P-47 had. Since Allison hadn’t bothered to make a two-speed supercharger.. it was shipped with a single speed one.. meaning that it lacked high altitude performance.
@DaveSCameron13 күн бұрын
Without any doubt it was a Scouser who invented this engine. #MilesAhead ☘️
@halamish16 күн бұрын
Excellent presentation Perhaps you can refer to X12 engines if any
@kamilsp7fll13 күн бұрын
I subscribe after watching this.
@kenl.377510 күн бұрын
No mention of all the engines being liquid cooled
@311Bob11 күн бұрын
so knowing this I would build a 12 cylinder boxer engine hidden in the center wing direct cooling ducts in the wing root with a driveshaft to the propeller. think p-39 but a boxer 12 in the center of the wing. wish I could draw the plane I'm seeing in my minds eye is amazing. 6 synchronized 50 cals in the nose 4 20mm in the wings.
@comikdebris26 күн бұрын
Great video
@williamk599822 күн бұрын
Thumbs up for the cats.
@jmflournoy38611 күн бұрын
excellent what about a flat 12 or boxer hidden in the wings
@philbro182929 күн бұрын
Hey Jay L... thanks for a shows... please don't stop until you die, and then, I'll understand 😂 love you 🎉
@LetsGoAviate29 күн бұрын
🤣
@OomGielie13 күн бұрын
Lekker! great video
@deck61424 күн бұрын
Many thanks for the however catchable explanation of the balance, which is great :D I assume Klimovs were made out of an Hispano-Suiza V12 licence from the 30s, but why don't you talk about Hispano-Suiza's? Even the Hisso V8 of WWI is interesting for the introduction. Spads (used by the US Army) were faster than Fokkers... Sorry I've seen your video about V8s just now - Very good! Many thanks for it also.
@Omnihil77721 күн бұрын
Are you by any chance realted to someone named "Oddbawz" who plays war thunder here...? You sound very alike. Interesting Vid, though. I had the pleasure to look into an earlier Allison v1710 years ago, they are insanely beautiful, they polished the valve levers! Not later during the war, but in the 30s. Looks awesome.
@LetsGoAviate21 күн бұрын
No it's not me 😆
@julianneale612828 күн бұрын
A very good video.
@wellitsjustG22 күн бұрын
Awesome video sir. +1 Sub
@Lukey248114 күн бұрын
Hotside inside would have solved the packaging issue.
@samstewart480711 күн бұрын
Hi, A most excellent video. I have 2 questions. 1, Why did the germans go with an 80 degree V?????? 2, Where would I go to find/ develop info on the benefit? of building the best ANGLE V2 style engine- aka a 60/75/90 degree block. Which would be best , and WHY? thanks
@LetsGoAviate10 күн бұрын
The RED A03? A wild guess would be to create needed space between the cylinders, which would be much less with a 60° cylinder offset. Being a diesel could also contribute. There's not many reasons to stray from 60° on a V12. With split crankpins a smooth firing interval should still be possible, but the crankshaft becomes more complex. But I did not research this to give a confident answer. Which V2 angle would be best? There are 3 main factors; balance, firing interval and size. Without a balance shaft, 90° is the only balanced option, as explained in the video. The single cylinder on each side of the V is unbalanced and can only be balanced with a shaft or a 90° angle using the crank counter balances. But 90° makes them take a lot of space, and 90° does not result in a smooth firing interval. No v-twin can have an even firing interval, but a narrower angle V will be closer to even and thus smoother. Hope that helps.
@chengong388Ай бұрын
Maybe aligned cylinder banks makes for exactly symmetrical cylinder head design and parts which is easier to mass manufacture especially before CAD?
@LetsGoAviateАй бұрын
I think so yes
@mpetersen629 күн бұрын
I can think of one aviation V-12 that was designed with automotive style side by side rods. Ford's V-1650. While it never saw production as an aviation engine after chopping four cylinders off it was produced as the Ford GAA. The engine was also designed to make use of cast steel parts instead of forging where ever possible to reduce costs. The V-1650 was also designed with an integral turbocharger. And yes the displacement was the same as the Merlin. And the Liberty.
@jmflournoy38611 күн бұрын
John Galt what about Ann Rand?
@mickvonbornemann382414 күн бұрын
Well a 60 degree V12 has way less frontal area than a 90 degree V8 of the same capacity
@chippyjohn128 күн бұрын
The exhaust gas providing thrust is questionable. It may be static thrust, but at speed the exhaust also creates drag. The drag also creates a venturi effect which lowers exhaust back pressure and improves scavenging. Where did you read about the thrust from the exhaust?
@LetsGoAviate28 күн бұрын
You can find references to it all over the internet. Just Google "Spitfire exhaust thrust". As for the tests I referred to in the video, you can read about it in a wartime report of 1942 called "Flight Tests of NACA Jet-Propulsion Exhaust Stacks on the Supermarine Spitfire Airplane" by Richard L. Turner & Maurice D. White
@chippyjohn127 күн бұрын
@LetsGoAviate Looked at the report. The thrust is calculated not measured. The speed is measured but the power is not. They measure air density at manifold but not flow. The additional speed may be because of the thrust, but may be also due to scavenging, the same way a carburettor works creating more power. The engine would produce thrust from exhaust, shame their is no static test without a proper on a dyno. The exhaust that was tested is also not the exhaust that was commonly used in the war.
@jonathanvince817327 күн бұрын
I only recently found out in 1940 Rolls Royce were working on a two stroke 12 cylinder V12 unsure of CC but was Much lighter than the Merlin and Griffin with a power turbo added it was stated from tick over 2200 HP to max of 5200 HP later some tests 5600HP but it was only testing sadly never used. same type of water cooling flatter head Turbo went over the top of the engine from exhaust fully oil cooled. I wonder if you could find out More?
@LetsGoAviate27 күн бұрын
Sounds like the Crecy. It's one of those engines that came too little too late, and a direct "casualty" of the turbojet engine.
@kenjackson56857 күн бұрын
1st class😊
@1DEADBEEF15 күн бұрын
25:27 absoute nonsense - Turbocharger does have a parasitic loss... there is no free power! Simple example: put a turbo on an N/A engine exhaust, but the charge pipe goes to another engine... the first engine will get bogged powering the turbo .. the pistons have to "fight" the exhaust back pressure trying to push the exhaust out several times per second! Also earlier you used a boxer engine example - I think a flat engine should have been mentioned as well (looks the same externaly as a boxer but each pair of opposing pistons actually share a crank pin). Otherwise, fantastic job!
@LetsGoAviate5 күн бұрын
Correct. I was referring to mechanical parasitic loss.
@MrAjfish29 күн бұрын
There are tent towns in all of the major cities and towns. Most of these people have full time work. It's the sort of thing I thought would only happen in places like the US. It's that bad.
@321-Gone22 күн бұрын
Turbos do use engine power to spin them up. Pumping loss.
@davidhatton58329 күн бұрын
Jay Leno has a video where he powers a display model up… makes virtually Every car engine fade to lawnmower engine status including that stupid overpriced Bugatti thing
@samfurnos585224 күн бұрын
o/ nice... 2350 or 2530hp :)
@LetsGoAviate24 күн бұрын
That dyslexia came out of nowhere 😅. The on-screen text is correct, I read it wrong.
@micodyerski162113 күн бұрын
A turbo is a super charger. They're both superchargers! One is driven 'mechanically', the othe is driven by exhaust (turbo)!
@DavidNichols-lx8us13 күн бұрын
Your comment about turbo chargers and superchargers is interesting but very well explained in the video so I am not sure why you made it.
@tedarcher91209 күн бұрын
BTW, Merlin was not an exceptionally good v12 engine by ww2 standarts
@LetsGoAviate9 күн бұрын
It was pretty good, if not exceptional in the 30's (first run 1933, production by 1937).
@tedarcher91208 күн бұрын
@@LetsGoAviate that's true, but by 1942 it was pretty antiquated. I wonder why americans chose it instead of more advanced Allison for p-51d
@LetsGoAviate8 күн бұрын
@@tedarcher9120 Probably because the Allison V-1710 was single stage supercharged, limiting it's high altitude use. We know turbo-supercharging didn't work out for the V12 single engine fighters, so it was probaby faster (war raging on in the meantime) to go for an engine that already had a 2 stage supercharger than to redesign the supercharger of the Allison.
@tedarcher91208 күн бұрын
@@LetsGoAviate yeah, but wasn't it faster just to pull the supercharger off a Merlin and stick it on Allison? Packards came out about the same time as two stage Allisons anyway
@LetsGoAviate8 күн бұрын
@@tedarcher9120 I think the 2 stage Allison came out a bit later, the Packard-built Merlin first ran in 1941 already. As far as I know it was actually discussed to use the supercharger of a Merlin on the V-1710 but I guess it was considered more of a "gamble" than the Merlin which has been proven to a larger extent by this time.
@perarduaadastra87323 күн бұрын
27 litres at 2,000 hp is only 74 hp/litre from forced induction which is a very low state of tune.
@anthonyjackson28016 күн бұрын
If you are using auto engines as the comparison you need to bear a couple of things in mind. An aero-engine is required, and certified, to produce that power continuously up to a rated altitude. The power quoted for auto engines is usually peak horsepower generated on a test dyno for a short time. Also consider the rpm at which the power is produced. The same applies to stationary and marine engines. The power rating is for continuous use.
@jiroyamamoto287816 күн бұрын
"...which is a very low state of tune." Right, the consumer grade naturally aspirated LS makes that much power and it is OHV and 2 valves/cylinder. Oh, yeah it is 80 years later. There has been some progress made in material science, combustion engineering, fuels, electronics etc etc etc.
@gargoyle786322 күн бұрын
Combustion engines will come back to aviation due to their fuel efficiency. We will see more V12s again.
@MarkShinnick8 күн бұрын
Don't see your point at all.
@anthonynicholich965412 күн бұрын
That's why I always say Harley Davidson engine is the worst engine made but even people that own them do not know how it works if they did they would not have bought them.
@niblack1126 күн бұрын
I was looking forward to watching your video. What a disappointment to discover that most of the video is your face. what is up with people filming themselves? there is so much good footage of piston-era airplanes.
@LetsGoAviate26 күн бұрын
I'm sorry the video didn't meet your expectations. Please note that this is not a faceless channel and never will be. Besides technical videos, as I'm a pilot, I also do flying vlogs/videos from time to time, which is how this channel started out. Even for this video, showing too much barely relevant era footage just to cover my face will detract from the video in my opinion. I'm sure you'll find good aviation technical content without having to look at someone's face elsewhere 🤙
@WEAREDERBY188424 күн бұрын
Its only brits who respect the rolls Royce merlin engine Americans and Europeans say its shit and useless
@LetsGoAviate24 күн бұрын
Well it powers the P-51B/C/D Mustang. Even though it was license built in the USA by Packard it is very much a Rolls Royce.
@marklittle880521 күн бұрын
They all used it. The Allison was out there and they didn't use it. So really, your statement is proven false by history
@rodbain5793Күн бұрын
Nice Vid. To the point. interesting info. Never wasted my time with 'like and suBsCriBe' boredom.