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The Packard V-1650-19 was to be similar to the -11 engines, but with a continuously variable fluid coupling supercharger drive that allowed any ratio between 8.3:1 (max) and 5.0:1 (minimum), in place of the two gear ratios for the supercharger drives in previous engines. The dash 19 was to be rated 2200 HP at sea level and 1875HP @ 17000 feet.This is and inquiry about late versions of the Rolls-Royce Merlin and Packard Merlins of the same vintage. This is about the late 100 series Merlins and the Packard V-1650-9 and later engines and how they differed from the more "mainstream" variants common during World War II.
In particluar, I'm interested in the later Merlin RM series engines (such as the RM 16SM and RM 17SM) and the Packard V-1650-11 and subsequent engines that weren't built in quantity.
Any info floating around about these late engines?
It worked like a hydromatic drive transmission. It used fluid coupling to join the drive to the compressor. The BF-109 also used the same basic approach. That approach got rid of the switch point from low to high speed and gave a continuously variable result more like a turbosupercharger. The first stage supercharger was separate from the engine and was driven by the starter coupling, since the starter was not needed after the engine was running. This approach allowed Allison to build one basic accessory section for all models of the V-1710 and thus cut costs, but was a poor decision in my opinion.Any details on how this continuously variable drive worked and what it was intended to do (what advantage it was supposed to have)?
The Packard V-1650-19 was to be similar to the -11 engines, but with a continuously variable fluid coupling supercharger drive that allowed any ratio between 8.3:1 (max) and 5.0:1 (minimum), in place of the two gear ratios for the supercharger drives in previous engines. The dash 19 was to be rated 2200 HP at sea level and 1875HP @ 17000 feet.
The Packard V-1650-17 was to be similar to the -7 engines (dash 7 was used in large numbers in the P-51D) except for a Simmonds boost control unit.
The RM16SM series was produced as the Merlin 113 and Merlin 114 used in late war / post-war Mosquitos.
So it wouldn't have worked on the Merlin (or as well as it did on the two-stage Allisons)? Was there any other way (or at least a better way) to get rid of or get around the whole two speed switch deal?
In particluar, I'm interested in the later Merlin RM series engines (such as the RM 16SM and RM 17SM) and the Packard V-1650-11 and subsequent engines that weren't built in quantity.
The only one of those I've ever heard of was used on the Mitsubishi J2M Raiden "Jack" fighter. Of course it was a single stage supercharged engine.A 3-speed drive would've been nice-to-have.
Juno 213E and 213F were with 3-speed, 2-stage superchargers, amounting to perhaps several dozens delivered before VE day?The only one of those I've ever heard of was used on the Mitsubishi J2M Raiden "Jack" fighter. Of course it was a single stage supercharged engine.
One bit of data not yet mentioned are the production quantities for the Packard Merlin engines dash 11 and higher. I assume that each variant dash 11 and higher, the production was limited to a single digit number of engines for testing / prototype airplanes (and for some dash numbers, no hardware at all). But again, that is just an assumption... and we are all grown up enough to know what that means.There is a family tree showing the relationship between the major Merlin variants and the Packard versions on page 407 of my book.
It shows the differences between the models, and includes the -11, 21, 23, 25
Hmmm I`m not actually sure I have any data on that.One bit of data not yet mentioned are the production quantities for the Packard Merlin engines dash 11 and higher. I assume that each variant dash 11 and higher, the production was limited to a single digit number of engines for testing / prototype airplanes (and for some dash numbers, no hardware at all). But again, that is just an assumption... and we are all grown up enough to know what that means.