La-5 / La-5F / La-5FN / La-7 / La-7B-20

[Laurelix]

These planes have been extremely puzzling me in terms of their real top speed. It doesn't help that sources also vary on their engine power output at different altitudes.

For example for La-5 (M-82) there are sources that state that it's top speed was at Sea Level: 509km/h, 515km/h , 531km/h , 535km/h

And no matter which Lavochkin i look at all the sources keep being utterly different. The top speeds at different altitudes also seem to differentiate abnormally as if every Lavochkin source had a different power curve on that particular engine.

etc La-5 has 509 at SL and 580 at opt alt
Then different source saying it was 515 at SL and 580 at opt alt and even another source saying 535 at SL and 580 at opt alt

Then I move to La-5F which has same power as M-82 but can keep max power for much longer period and it states 551 at SL and 590 at optimal altitude.

when I put 1 and 1 together i just get thrown into a mass of chaos

So now you find yourself in a situation where you have to choose how fast an La-5 was at SL with 1700 horsepower.

Was it 509?
Was it 515?
Was it 531?
Was it 535?
Was it 551?
Was it 560?

I give up... honestly wtf Russia document your planes properly.

So in a nutshell what I'm trying to gather is the info marked ???

La-5 (M-82)
???km/h at Sea Level
???km/h at ???m altitude
-
La-5F (M-82F)
???km/h at Sea Level
???km/h at ???m altitude
-
La-5FN (M-82FN)
???km/h at Sea Level
???km/h at 6250m
-
La-7 (M-82FN)
???km/h at Sea Level
???km/h at 6250m

 

[Laurelix]

I think i figured it out...
Earliest form of M-82 actually only had 1260hp at SL at Military Power, 1400hp at WEP , and Peak of 1540hp at 2050m (WEP)

La-5
513km/h at SL (100%) —- 1260hp
531km/h at SL (WEP) —- 1400hp
-
585km/h at 6250m (100%)

——

La-5F
531km/h at SL (100%) —- 1400hp
561km/h at SL (WEP) —- 1650hp
-
???km/h at 6250m (100%)

——

La-5FN
552km/h at SL (100%) —- 1570hp
583km/h at SL (WEP) —- 1850hp
-
633km/h at 6250m (100%)

——

La-5FN Doubler
563km/h at SL (100%) —- 1570hp
595km/h at SL (WEP) —— 1850hp
-
645km/h at 6250m (100%)

——

La-7
580km/h at SL (100%) —- 1570hp
613km/h at SL (WEP) —- 1850hp
-
663km/h at 6250m (100%)

——

La-9
606km/h at SL (100%) —- 1570hp
640km/h at SL (WEP) —- 1850hp
-
690km/h at 6250m (100%)

——

La-11
591km/h at SL (100%) - 1570hp
624km/h at SL (WEP) - 1850hp
-
674km/h at 6250m (100%)

 

[tomo pauk]

Welcome to the real world.
The 'etalon' (pre-production test model) of the La-7 was supposed to do 680 kmh at altitude. Series example (No.45210139) was tested and found to be able to do just 655 km/h. The page of report attached below notes the worsened aerodynamic qualities of the series-produced example.
Similar problems plagued the Yak and other aircraft, but mostly in 1941-42.

I think i figured it out...
Earliest form of M-82 actually only had 1260hp at SL at Military Power, 1400hp at WEP , and Peak of 1540hp at 2050m (WEP)

La-5 - M-82 - 1400hp at SL (WEP)
531km/h at SL
-
...

Nope - the 'nominal power was much greater than 1260 HP at SL (apart from USA, nobdy used the term 'military power'). Check out the graph and table posted in another thread.

 

[CORSNING]

Ivan and a few others on this site are way more versed in the politics of the USSR during WW2
than I am. So, I won't go into detail of the difficulties of the Soviet factories with the government
and the invading German army. These and other difficulties had a definite affect on the performance
range of what was considered "standard" in the Soviet aircraft industry.

I will attempt a simple answer...?
Arkadi Shvetsov.s
M-82 (A): 1,330 PS normal power & high S/C (1,510 PS combat power & low S/C)
M-82F: 1,350 (1,700) Take-off: 1,700 PS @ 1,140 mm Hg.
M-82FN: 1,470 (1,850) Take-off: 1,850 PS @ 1,200 mm Hg.
ASh-82FN: 1,470 (1,850) Take-off: 1,850 PS @ 1,200 mm Hg.

LaG-5 Early Series: June 1942: M-82 (A): 3,365 kg. combat weight.
509-512 km/h / S.L.
580-583 km/h / 6,250 m.

La-5 Standard: August 1942: M-82 (A): 3,357 kg.
523-525/ S.L.
585-588 / 6,250 m.

La-5 Series 4: September 1942: M-82 (A): 3,360 kg.
535 / S.L.
580 / 6,250 m.

La-5 Type 39 prototype with 1 x 20mm + 1 x 12.7mm:
M-82FN Early 1943: 3,200 kg.
518 / S.L.
600 / 6,500 m.

La-5F Early: January 1943: M-82F: 3,365/3,366 kg.
551-552 / S.L.
590-598 / 6,250 m.

La-5F: March 1943: M-82F: 3.326 kg.
556 / S.L.
613 / 5,795 m.

La-5F No.99391160: June 1943: M-82F: 3,202 kg.
561 / S. L.
619 / 5,790 m.

La-5F Plant 99: September: Manufactured with M-82F engines
& La-5FN frames. No test information available.

La-5FN Early: May 1943: M-82FN: 3,326 kg.
565 / S.L.
618 / 5,795 m.

La-5FN Standard: September 1943: M-82FN: 3,329 kg.
574-577 / S.L.
635-638 / 5,945 m.

La-5FN production: Late 1943: ASh-82FN: 3,322 kg.
573 / S.L.
620 / 6,150 m.

La-5FN No.39210495: 1944: ASh-82FN: 3,265 kg.: 3 x 20mm + 12.7mm.
597 / S.L.
680 / 6,000 m.

La-7 Early production: July 1944: ASh-82FN:
554 S.L.
639 / 6,000 m.

La-7 Early Series: September 1944: ASh-82FN: 3,256 kg.
582 / S.L.
660 / 6.160 m.

La-7 Standard: November 1944: ASh-82FN: 3,222 kg.
615 / S.L.
677 / 6,160 m.

La-7 in 1945 with 3 x B-20 cannon: ASh-82FN: 3,223 kg.
613 / S.L.
661 / 6,000 m.

References:
Soviet documents such as Tomo post #3,(I have a very few)
Soviet NII VVS graphs that can be viewed at
www.rkka.es
Soviet Air Force Fighter Colours 1941-1945, Erik Pilawskii
Soviet Combat Aircraft of the Second World War: Vol.1, Yefim Gordon & Dmitri Khazanov

 

[tomo pauk]

Ivan and a few others on this site are way more versed in the politics of the USSR during WW2
than I am. So, I won't go into detail of the difficulties of the Soviet factories with the government
and the invading German army. These and other difficulties had a definite affect on the performance
range of what was considered "standard" in the Soviet aircraft industry.

I will attempt a simple answer...?
Arkadi Shvetsov.s
M-82 (A): 1,330 PS normal power (1,510 PS combat power))
M-82F: 1,350 (1,700)
M-82FN: 1,470 (1,850)
ASh-82FN: 1,470 (1,850)

Jeff - it might be useful if the altitude is also listed.
The power of 1330HP was indeed the 'nominal power', but for the supercharger using 2nd (high) gear. Similarly, the 1510 was also 'nominal power', but the S/C gearing set into 1st (low) gear.
IIRC the M-82F was officialy allowed for over-boost in the 1st S/C gear, the power went a bit up (from 1510 to 1700 HP indeed) but at a lower altitude.
M-82 (a.k.a. ASh-82, to credit the leader of design team, Arkadiy Shvetsov) was allowed for even more boost, for both SC gears, power went to ~1420 HP at 4700m, and up to 1850 HP down low.

 

[tomo pauk]

This might be of use: test results
Translation by yours truly, so you know whom to blame.

 

[CORSNING]

I was trying to keep my post #4 simple, but it is starting to grow.
I have finished filling in NA Mustang performance on my newly acquired excel
and was not sure which A/C to start on next. Then this thread came along. I
guess I'll begin entering the LaGG-3/-5/-7 since I have dug all these files out.

I always found these tests extremely informative.
http://www.btinternet.com/~fulltilt/Perform.html.html

If you are unable to bring this site up here, go to Google and type it in. It worked
for me on Google.

 

[tomo pauk]

I always found these tests extremely informative.
http://www.btinternet.com/~fulltilt/Perform.html.html

If you are unable to bring this site up here go to Google and type it in. It worked
for me on Google.

Attached is what I have in pdf wrt. that web site. Some of the links on the pdf work, some do not. Most of the graphs can be accessed here: link

 

[mad_max]

You can have a look at my GD for data and pilot manuals on the LA-5, -7 series if you desire. Some are from other places and some are from when I was in Belarus where my wife's from. Just be sure that much data is from basically one off airframes. Enjoy. Hmm it says the link is media, so paste this in a new window. Works for me.

drive.google.com/open?id=0B-ehXSd3MY6QZlE3T3lUNEV6MG8

 

[Laurelix]

Ivan and a few others on this site are way more versed in the politics of the USSR during WW2
than I am. So, I won't go into detail of the difficulties of the Soviet factories with the government
and the invading German army. These and other difficulties had a definite affect on the performance
range of what was considered "standard" in the Soviet aircraft industry.

I will attempt a simple answer...?
Arkadi Shvetsov.s
M-82 (A): 1,330 PS normal power & high S/C (1,510 PS combat power & low S/C)
M-82F: 1,350 (1,700)
M-82FN: 1,470 (1,850)
ASh-82FN: 1,470 (1,850)

LaG-5 Early Series: June 1942: M-82 (A): 3,365 kg. combat weight.
509-512 km/h / S.L. ——> 1260hp
580-583 km/h / 6,250 m.

La-5 Standard: August 1942: M-82 (A): 3,357 kg.
523-525/ S.L. ——> 1400hp
585-588 / 6,250 m.

La-5 Series 4: September 1942: M-82 (A): 3,360 kg.
535 / S.L. ——> 1400hp
580 / 6,250 m.

La-5 Type 39 prototype with 1 x 20mm + 1 x 12.7mm:
M-82FN Early 1943: 3,200 kg.
518 / S.L. —-> 1260hp
600 / 6,500 m.

La-5F Early: January 1943: M-82F: 3,365/3,366 kg.
551-552 / S.L. ——> 1650hp
590-598 / 6,250 m.

La-5F: March 1943: M-82F: 3.326 kg.
556 / S.L. ——-> 1650hp
613 / 5,795 m.

La-5F No.99391160: June 1943: M-82F: 3,202 kg.
561 / S. L. ——> 1650hp
619 / 5,790 m.

La-5F Plant 99: September: Manufactured with M-82F engines
& La-5FN frames. No test information available.

La-5FN Early: May 1943: M-82FN: 3,326 kg.
565 / S.L. ——> 1850hp
618 / 5,795 m.

La-5FN Standard: September 1943: M-82FN: 3,329 kg.
574-577 / S.L. —-> 1850hp
635-638 / 5,945 m.

La-5FN production: Late 1943: ASh-82FN: 3,322 kg.
573 / S.L. ——> 1850hp
620 / 6,150 m.

La-5FN No.39210495: 1944: ASh-82FN: 3,265 kg.: 3 x 20mm + 12.7mm.
597 / S.L. —-> 1850hp
680 / 6,000 m.

La-7 Early production: July 1944: ASh-82FN:
554 S.L. ——> 1570hp nominal power
639 / 6,000 m.

La-7 Early Series: September 1944: ASh-82FN: 3,256 kg.
582 / S.L. ——> 1570hp nominal power
660 / 6.160 m.

La-7 Standard: November 1944: ASh-82FN: 3,222 kg.
615 / S.L. ——> 1850hp
677 / 6,160 m.

La-7 in 1945 with 3 x B-20 cannon: ASh-82FN: 3,223 kg.
613 / S.L. ——> 1850hp
661 / 6,000 m.

References:
Soviet documents such as Tomo post #3,(I have a very few)
Soviet NII VVS graphs that can be viewed at
www.rkka.es
Soviet Air Force Fighter Colours 1941-1945, Erik Pilawskii
Soviet Combat Aircraft of the Second World War: Vol.1, Yefim Gordon & Dmitri Khazanov

I added the most likely engine power used for the tests at sea level

 

[Laurelix]

Alternative Performance
WW2 Lavochkins performance top speed at SL vs critical altitude doesnt actually match the engine power curve

According to La-11 lavochkin manual the difference between SL (WEP) vs critical alt max speed isnt 50km.h difference but rather 72-74km/h difference which matches more to the power curve of the engine of what speeds should be achieved at SL relative to 6250m.

La-5FN
574km/h at SL
646km/h at 6250m
-
La-7
605km/h at SL
677km/h at 6250m
-
La-9
618km/h at SL
690km/h at 6250m
-
La-11
600-602km/h at SL
674km/h at 6250m

 

[mad_max]

Here's 4 actual fight test data of 3 different LA-7 airframes. Notice it has the production number and weight shown for each. This is how you tell if something you're looking at is true test data; no airframe numbers, then you can't confirm it's real test data. Much of what you see on the net at websites many put up is cherry picked "data", calculated "data" or government contract "data" that suits their agenda. Doesn't matter what pet peeve they have on which aircraft.

 

[mad_max]

Here's a few more pages from the Red Star Series of books that show production and prototype LA-5, LA-5f, LA-5FN and LA-& airframes.





Also some other tests.

 

[Laurelix]

Thx, with what you provided I can conclude with these speeds:

• La-5 Production
509km/h at SL (100%)
xxxkm/h at SL (WEP)
-
580km/h at 6250m (100%)

====

• La-5F Production
xxxkm/h at SL (100%)
551km/h at SL (WEP)
-
590km/h at 6150m

====

La-5FN Production
xxxkm/h at SL (100%)
573km/h at SL (WEP)
-
620km/h at 6150m (100%)

====

La-5FN Dooblyor
xxxkm/h at SL (100%)
595km/h at SL (WEP)
-
648km/h at 6300m (100%)

====

La-5 c/n
xxxkm/h at SL (100%)
630km/h at SL (WEP)
-
684km/h at 6150m (100%)

====

La-5 (Etalon, Standard Setter)
597km/h at SL (100%)
631km/h at SL (WEP)
-
680km/h at 6000m (100%)

====

La-7 Production
xxxkm/h at SL (100%)
613km/h at SL (WEP)
-
661km/h at 6000m (100%)

===

La-9 "130"
xxxkm/h at SL (100%)
640km/h at SL (WEP)
-
690km/h at 6250m (100%)

====

La-11
590km/h at SL (100%)
623km/h at SL (WEP)
-
674km/h at 6200m (100%)

 

[mad_max]

I'm busy as all get out right now, but there are SL speeds in those documents I posted above. In a few days I should have more time and can update your list.

The first production of the La-5 the M-82 engines were carbureted and when switched to injection M-82F and change of super-charger gearing; led to the increased in HP for the next version of the M-82 (FN) that allowed a higher RPM that increased the HP.

 

[tomo pauk]

...
The first production of the La-5 the M-82 engines were carbureted and when switched to injection M-82F and change of super-charger gearing; led to the increased in HP for the next version of the M-82 (FN) that allowed a higher RPM that increased the HP.

I'd appreciate any detail about the stuff listed there

 

[CORSNING]

I believe GL means ground level in the document above mad_max...?

 

[CORSNING]

In 'Soviet Combat Aircraft of the Second World War' Yafim Gordon states on page
47 that the M-82's main deficiencies were spark plug failures after five to ten hours,
unsatisfactory oil pump capacity and a tendency for the exhaust pipes to burn through.
M-82F:
"As a result of the measures taken, engine service life increased from 100 to 150 hr.,
and the operating time at augmented power was not limited, allowing pilots to build
up supercharger pressure without fear of the consequences. thus the M-82F engine
was created, and from January 1943 its series-production and installation in the lavoch-
kin fighter began."
"Work on the installation of an M-82FNV, augmented by direct fuel injection into
the cylinder heads, in place of the carburetor-equipped M-82 and M-82F, proved
promising." "....,and the engine later went into series-production as the M-82FN.
This boost allowed and increase in take-off power of 1,700 to 1,850hp [ps] (1,268
to 1,380 kW), and in normal power from 1,300hp (969.8kW) at 17,700ft (5,400 m) to
1,460hp (1,089kW) at 15,250ft (4,650m) without ram-air.

 

[mad_max]

Ok after checking things my memory just isn't what it was when I was 30. The F series was a refinement that Corsing stated above that had a longer life. I've found this I saves me lots of searching my saved data (it's Summer and I don't spend lots of time with this), but shows about all that needs to be known. Somewhere I have a manual for the M-82 in Russian. I'll look for it, but don't espect it tomorrow.

"The Shvetsov ASh-82 (M-82) is a 14-cylinder, two-row, air-cooled radial aircraft engine developed from the Shvetsov M-62 and first run in 1940. The M-62 was the result of development of the M-25, which was a licensed version of the Wright R-1820 Cyclone.

Arkadiy Shvetsov developed the Wright Cyclone design, reducing the stroke, dimensions and weight. This allowed the engine to be used in light aircraft, where a Twin Cyclone could not be installed. It entered production in 1940 with Shvetsov & Evich, OKB-19 in Perm, and saw service in a number of Soviet aircraft. It powered the Tupolev Tu-2 and Pe-8 bombers and the inline engine-powered LaGG-3 was adapted for the ASh-82, additionally the famous Lavochkin La-5, Lavochkin La-7 fighters, and the Ilyushin Il-14 airliner were created around the engine. Over 70,000 ASh-82s were built (57.898 of Ash-82, 82F & 82FN in wartime).


Variants:
ASh-82-111 (M-82-111) - First mass-produced ASh-82, with carburettors and one two-speed supercharger. This engine had lubrication and carburettor problems in extreme cold conditions.

ASh-82-112 (M-82-112) - Improved M-82-111 with longer Time between overhaul (TBO) and better reliability. Redesigned carburettors, oil pumps, gear, turbocharger and reinforced pushrods. This engine worked better in the harsh Russian winter.

ASh-82F (M-82F) - Identical to ASh-82 except for longer Time between overhaul and improved cooling and lubrication which allowed unlimited operation at takeoff power.

ASh-82FN (M-82FN) - ASh-82F with gasoline direct injection, power output increased to 1,230 kW (1,650 hp) for takeoff with only a 30 kg (65 lb) increase in engine weight, used by Pe-8 long-range bombers and Lavochkin La-7 fighters.

ASh-82FNV (M-82FNV) - Improved M-82FN with more boost pressure and RPM, power output increased to 1,380 kW (1,850 hp). After all the improvements, the ASh-82FN and ASh-82FNV were two of the most sturdy radial engines of the war.

ASh-21 (M-21) - Single-row 7-cylinder version of ASh-82 for Yakovlev Yak-11 trainer, entered production in 1946.

ASh-82T (M-82T) - New version of the Ash-82FNV developed in the early fifties for civilian aircraft. Previous version twin superchargers were replaced with a large single-speed compressor attached to an after-cooler (the critical altitude was 2,000 m, 6,561 ft). Optionally, the engine was provided with a two-speed supercharger (with a critical altitude of 4,000 m, 13,123 ft, the robustness of the engine allowed to take off in second speed). New alloys were used and some components were upgraded, thus reducing maintenance operations. Special care was put into reducing the engine noise level and an optional exhaust double silencer was available. The engine had a new fuel injection system and improved specific fuel consumption (a 16% reduction at cruise speed compared to 82FNV). A four-blade high efficiency propeller, the Typ AB-50m, was developed for the 82T version. This radial engine had an excellent reputation for its reliability and simple maintenance; there are still aircraft in service with this engine thanks to the inexpensive spare parts and the possibility to use automotive gasoline. The power was 1,900 hp (1,417 kW) at 2,600 RPM for takeoff, with 95 or 100 octane Avgas. Maximum continuous power was 1,630 hp (1,215 kW). Lower octane fuel, 90 octane Avgas or equivalent automotive gas, was allowed with minor modifications and turbocharger Manifold Pressure restrictions that limited the power to 1,700 hp (1,268 kW).

ASh-82V (M-82V) - Helicopter version of the ASh-82T developed in 1952, with axial-flow fan mounted in the fuselage's front. The engine was connected to a R-5 two-stage planetary primary gearbox with the help of a shaft (which was between the pilots seats). This engine was used in the Mi-4 and Yak-24 helicopters

ASh-2TK and ASh-2K (ASh-4K) – Four-row versions of the ASh-82, developed in the late '40s. The Shvetsov design bureau took into consideration all available information about the Pratt & Whitney R-4360 and developed an engine with less maintenance operations, longer time between overhaul, direct fuel injection and a simpler supercharging system. The ASh-2TK had a two-stage two-speed supercharging system with intercooler (similar to the ASh-73) that compromised the engine's long TBO. Finally the ASh-2TK was discarded and a new version was developed, the ASh-4K, with an experimental variable-speed turbocharger and after-cooler, which allowed a cruising altitude of 11,000 m (36,089 ft). The engine had 82.4 litres (5,030 cu in) and 4,000 HP (2,985 kW) at 2,600 RPM (dry). The Ash-2K (ASh-4K) version had 4,700 HP (3.507 kW) wet, with a water-methanol system. For political reasons, these engines were prematurely installed in Tupolev Tu-4LL testbeds at the end of 1950, when the prototypes' initial tests had barely begun. The engines had various teething and overheating problems, and required a long testing period. Most of the flaws were fixed in the mid-fifties, but the production was cancelled: in those days, the priority for the Soviet Air Force were the turboprop and jet engines.

Dongan HS-7 A Chinese license built copy of the ASh-82V, and the chosen engine for powering modern 21st century reproductions of the Focke-Wulf Fw 190A built in Germany.

Dongan HS-8 A modified version of the Dongan HS-7 which "combined the main body and supercharger of the HS-7 with the reduction gear and propeller drive of the Shvetsov ASh-82T". Built by Dongan Engine Manufacturing Company (aka Harbin Engine Factory)

Specifications:

ASh-82
Type: 14-cylinder two-row radial engine
Bore: 155.5 mm (6.122 in)
Stroke: 155.0 mm (6.102 in)
Displacement: 41.2107 L (2,515.3 cu in)
Length: 2.01 m (6ft 7.1 in)
Diameter: 1.26 m (49.6 in)
Dry weight: M-82-112 model: 860 kg (1,894 Ib), M-82FN model: 890 kg (1,962 Ib), M-82FNU model: 900 kg (1,984 lb), M-82T model: 1,020 kg (2,246 lb)
Valvetrain: Pushrod, two valves per cylinder with sodium-cooled exhaust valve.
Supercharger: Single-stage, One TK-2 two-speed centrifugal type supercharger on early production. Two TK-3 two-speed exhaust gas-driven forced-induction compressor on FN and FNU models. For the M-82T: Single-speed centrifugal supercharger with after-cooler. The gear ratio was 7.27:1. Critical altitude: 2,000 m (6,561 ft). Optionally, the M-82T had a two speed supercharger with after-cooler; the second speed gear ratio was 10,2:1. Critical altitude: 4,000 m (13,123 ft). Manifold pressure limit: 1.64 Atm (49.2") for takeoff and 1.34 Atm (40.15") at second speed.
Fuel system: Carburettors (early production), direct fuel injection with automatic mixture control. Petrol pump: BNK-10KT.
Fuel type: 90 octane (minimum grade allowed), 92, 95 or 100 octane
Oil system: Two pumps: geared rotation pump MSH-6SV (rear) and swarm pump PMN-T (front). Normal oil temp: 40 to 90°C. Limit temp: 115°C. Minimum oil pressure at low gas: 3 kg/cm2 (42.7 PSI). Minimum oil pressure at cruise: 4.5 kg/cm2 (front pump), 5.5 kg/cm2 (rear pump) (64 PSI front and 78.2 PSI rear)
Cooling system: Air-cooled. Minimum permissible cylinders temp for operation: 120°C. Maximum permissible cylinders temp: 250°C. Maximum permissible at cruise: 225°C. Normal cylinders temp at cruise: 160 to 180°C
Reduction gear: 11:16 (prototypes & M-82-111), 9:16 (M-82-112 and later models)
Power output:
M-82-111 with carburettors:
1,570 hp (1,170 kW) at 2,400 RPM for take-off (Dry), boost rated at 1.55 Atm (46.3")
1,540 hp (1,148 kW) at 2,400 RPM at 6,656 ft (2,050 m)
1,330 hp (992 kW) at 2,400 RPM at 17,716 ft (5,400 m), boost rated at 1.29 Atm (38.6")
820 hp (612 kW) at 2,400 RPM at 27,887 ft (8,500 m)"


M-82FN with direct fuel injection:
1,650 hp (1,230 kW) at 2,400 RPM for take-off (Dry), boost rated at 1.55 Atm (46.3")
1,430 hp (1,067 kW) at 2,400 RPM at 16,404 ft (5,000 m)
800 hp (597 kW) at 2,400 RPM at 32,808 ft (10,000 m)


M-82FNU:
1,850 hp (1,380 kW) at 2,500 RPM for take-off (Dry), boost rated at 1.60 Atm (47.88")
1,650 hp (1,230 kW) at 2,400 RPM at 5,413 ft (1,650 m), boost rated at 1.36 Atm (40.7")
1,450 hp (1,082 kW) at 2,400 RPM at 15,156 ft (4,650 m), boost rated at 1.36 Atm (40.7")
810 hp (604 kW) at 2,400 RPM at 34,448 ft (10,500 m)"


all-aero

 

[Laurelix]

Here's a thing I just found out.
The super mega clean La-7 prototype achieved:
597km/h at Sea Level without boost
631km/h at Sea Level with boost
680km/h at 6000m
-

Production Version:
613km/h at Sea Level with boost
661km/h at 6000m