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It could have been done but to what purpose? You would also be trading power for engine life. many of those transports and patrol aircraft went through multiple engine changes, some civilian DC-3s had gone through a dozen sets of engines even before the war broke out.
Wouldn't it be less trouble and more effective to install R2600 engines on a heavy bomber?
The only reason I can see for continued development of the R1830 engine would be continued development of the P-36 fighter aircraft. The larger and heavier R2600 engine won't fit on such a lightweight fighter aircraft.
Or the F4F.The only reason I can see for continued development of the R1830 engine would be continued development of the P-36 fighter aircraft. The larger and heavier R2600 engine won't fit on such a lightweight fighter aircraft.
R1830 engine.
1,200 hp.
1,250 lbs Dry weight.
R2000-3 engine.
1,350 hp.
1,570 lbs. Dry weight.
R2600 engine.
1,600 hp. Early models. Later models up to 1,900 hp.
2,045 lbs. Dry weight.
The R2600 was in mass production during 1940.
The 1350hp engines were a bit late in timing. The first B-24 to get them seems to be the XB-24K which first flew on Aug 1943. A 1350hp R-1830 powered fighter would be distinctly second rate in fall of 1943 let alone any later.
-snip-
I disagree.
What counts is power at the altitude where the bomber normally operates. For the Lancaster that would be around 20,000 feet.
If Wikipedia is accurate, the FM-2 had the 1,350 hp (1,010 kW) Wright R-1820-56.The 1350hp engines were a bit late in timing. <SNIP> A 1350hp R-1830 powered fighter would be distinctly second rate in fall of 1943 let alone any later.