Rolls Royce Engines
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Rolls-Royce Meteor V12 engine
From 1943 to 1959
History
The Rolls-Royce Meteor comes directly from the Rolls-Royce Merlin aircraft engine, a V-12 cylinder gasoline engine with 60 ° cylinder angle and liquid cooling, the World War II, various British fighter aircraft ( Hawker Hurricane , Spitfire Mk.I-IX ), US American fighters ( Curtiss P-40 , P-51 Mustang ) and British bombers ( Handley Page Halifax , Avro Lancaster , De Havilland DH.98 Mosquito ). Later he also became some British and Canadian civilian aircraft such as the Avro Lancastrian or theCanadair North Star installed. For use as a tank engine, the Merlin was only slightly modified. The Merlin usual loader was omitted, the mixture preparation equipped with other carburettors and throttled the power depending on the version to 600 hp (447 kW) at 2000 / min and (later) 650 hp (485 kW) at 2200 / min. The last version Meteor M120 (also known as Fuel injected Meteor ) made with gasoline injection 810 hp (595 kW) at 2500 / min. This limitation of the power output to a balanced level brought a favorable torque curveand material-saving operation, which benefited the service life and reliability. Since, in contrast to the aircraft engines for tank engines, saving weight was not so critical, some of the more expensive Merlin's light metal components were replaced with those made of steel to keep production costs down. Nevertheless, about 80 percent of the components were identical to those of the Merlin aircraft engine, which in turn greatly simplified the production. The Rolls-Royce Meteor proved to be a successful conversion of a proven engine and was considered very reliable and easy to maintain. Due to its multiple use, it is one of the most successful tank engines ever.From the meteor comes again from the Rolls-Royce meteorite , a reduced to 18 liters V- eight -cylinder engine , which served the heavy armored transporter Thornycroft Antar as a drive.
Before the appearance of the Rolls-Royce Meteor , which was derived during the Second World War in 1943 from the V-12-cylinder Rolls-Royce Merlin , most British tanks were considered underpowered and often as mechanically unreliable. Unlike former British tank engines such as the Nuffield Liberty under licenseof US aircraft engine Liberty L-12 from the cruiser tank C the meteor had a far greater capacity(about 27,000 cc), this was mechanically much less burdened, of course, had more power reserves, was due to its much more modern design as a flight engine speed-resistant and therefore compared in the end even far less sensitive. The biggest advance in all, however, was that the Meteor delivered twice as much power and was considered the first engine to provide British tanks with adequate engine performance with good mechanical reliability. Originally manufactured by Rolls-Royce itself, the production was outsourced after a short time to the company Leyland to Luton , so Rolls-Royce fully on the production of Merlin and GriffonCould focus on aircraft engines.
Cromwell tanks (from 1943)
The engine came in its first version with an output of 600 hp (447 kW ) at 2000 / min in 1943 immediately in the new with up to 64 km / h (40 mph ) fast Cromwellcruiser with 75 -mm gun used. This enormous top speed (fastest British tank of the war) was limited a short time later due to suspension damage to 53 km / h and 33 mph. The Rolls-Royce Meteor allowed such high performance that the Cromwells the far heavier German tanks such as the Tiger and the Pantheroften escaped or could even outmaneuver them in various cases. Despite some full-throttle par force hunt on the battlefield or on the way there the machines always convinced by insensitivity and reliability. The Cromwell was taken out of service in 1950.
Comet tank (from 1945)
The Comet was the development of Cromwell, he appeared on the battlefield in April 1945, but could not play too large role because of the near end of the war in May. Even in this improved tank, which was only slightly heavier than its predecessor, proved the Rolls-Royce Meteor and this despite higher weight a (again limited) top speed of 51 km / h (32 mph). The Comet remained in the British Army until 1958 in use, in South Africa until 1970.
Centurion tanks (from 1945)
Still in May 1945, but too late for use in the war, the Centurion Mk.I was introduced as a heavy cruiser tank This was the first British tank with really good armor protection and also had the Rolls-Royce meteor . The Centurion became the most famous British tank, as it was in many countries for a very long time after the war was in use and partly (although more or less extensively modernized) is still used today. However, the newer versions of the Centurion (originally designed as a heavy tank, but classified as a medium tank since the late 1950s) showed that it was equipped with its 51stTons of combat weight was not easy and the Rolls-Royce Meteor was no longer up-to-date as a power source. These newer versions, whose Rolls-Royce Meteor now made 650 hp, proved to be too slow with a top speed of only about 35 km / h and fuel consumption was quite high, especially after the weight of further boosting upgrades and combat value increases which never constrained any great reach anyway. In the following years were the original in many cases, Rolls-Royce Meteor - gasoline engines to more modern, stronger and more fuel-efficient diesel engines AmericanProduction (eg at the Swedish Centurion or at the Israel Centurions with the name Sho't ) exchanged. The South African Olifant Mk.1 , a proprietary enhancement of the Centurion, initially retained the Rolls-Royce Meteor , but with the help of a mechanical injection system in the performance was increased to over 800 hp. The later version Olifant Mk.1A received a diesel engine of state-owned production with 750 hp, from version Mk.1B even a turbo diesel engine with 900 or 950 hp.
Tortoise tanks (from 1947)
In 1947 was also in experimental severe storm tanks / tank destroyer Tortoise (turtle) with 95-mm cannon ( 32-pounder ) of the Rolls-Royce Meteor built and surprisingly proved to be reliable, though this car was very heavy and extremely underpowered. With a weight of nearly 80 tons and a maximum speed of 20 km / h , the Tortoise was also slow and consumed a lot of fuel. This vehicle remained a prototype due to the limited practical combat value (only six).
Conqueror tanks (from 1948)
The heavy main battle tank Conqueror with 120-mm-Kanone 1948 was the penultimate with the Rolls-Royce Meteor provided British armored vehicle. The Conqueror was despite the new engine version with gasoline injection Meteor M120 810 hp (595 kW) performed at a cruising weight of 66 tonnes at 34 km / h quite slow, which revealed for the first time that the Rolls-Royce Meteorwas near the end of his potential. He could therefore no longer be the first choice for future tank models. Also this new version could convince with good reliability (although that did not always apply to the power transmission), but the fuel consumption was very high and the range of the Conqueror with 165 to 65 kilometers rather low. Interestingly, this heavy main battle tank was due to its successful suspension construction despite higher weight compared to the Centurion this drive when driving off-road and off. The Conqueror was retired in 1966, with new combat increased versions of the Centurion took over his role.
Charioteer tanks (from 1953)
The final British tank powered by the Rolls-Royce Meteor was the Charioteer (Official name: FV 4101 Charioteer tank destroyer ), used in the United Kingdom from 1953 to 1959 (20 units), then to Austria , Jordan , and Finland sold. This was a derivative of the Cromwell with new tower and a long 20-pound cannon (84 mm) from the Centurion Mk.3, which had been rebuilt in 200 copies for use as a tank destroyer . The Rolls-Royce MeteorProven in this armored vehicle, which was only slightly slower than the original Cromwell. The Charioteer was also the last of the Rolls-Royce Meteor powered tank, which came to a war effort (in 1978 in southern Lebanonon the part of the PLO against Israel at Operation Litani ). Due to its firepower and good performance as well as its reliability this vehicle remained with the Finnish armyin 38 copies until 1979 in use.
Bentley with the The 27-litre V12 Meteor engine
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Rolls-Royce – Bentley L Series V8 engine
1959 on
The Rolls-Royce – Bentley L Series V8 engine was introduced 1959 and is still in production. Built in Crewe, it was used on most Rolls-Royce and Bentley automobiles in the four decades after its introduction and is still used in the Bentley Mulsanne.
History
Rolls-Royce premiered the world's second V8 engine in 1905 for their Rolls-Royce V-8 Legalimit - governed not to exceed the legal speed limit in Britain at the time of 20 mph (32 km/h). It was not a success, with only three made and just one sold, which was soon returned to the factory to be scrapped. It was another decade before Cadillac pioneered a mass production V8-engined automobile.
Rolls-Royce acquired Bentley in 1931 and continued to use Bentley engines alongside their own for a time, although none was a V8. Prior to World War 2, Rolls-Royce had developed a 7.3-litre V-12 for the Phantom III, which was succeeded by the inlet-over-exhaust B60 straight-6 and B80 straight-8 series of engines. The B80 powered the Phantom IV limousine, whilst the 4.3-litre B60 was used until 1955 to power the Rolls-Royce Silver Wraith and Silver Dawn and the Bentley Mark VI. The B60's bore was enlarged in 1955, increasing the displacement to 4.9 litres, that engine being known as the B61.
The need for a new engine was recognised by Rolls Royce in the early 1950s and its development began in 1952, bearing no relation to the 1905 Rolls-Royce V8. The result was a series of V8 engines known as the L series, more specifically the "L410" for its bore size of 4.10 inches (104 mm), in keeping with company practice.
Developments of the L410 continued in production powering Rolls-Royces up to 1998 and Bentleys into the 21st century. Bentley, under Volkswagen ownership since 1998, continues to develop the L410 for its range of cars. Roll-Royce ceased using the L410 with the switch to BMW ownership of that brand in March 1998 and introduction of a BMW sourced V12 engine in the Rolls Royce Silver Seraph.
Since 1998 therefore, development and use of the L410 engine can be said to have been exclusively a Bentley enterprise.
L Series engine nomenclature
The factory nomenclature for the L Series V8 engines, in chronological order, is as follows:
- L3801950s 5,204cc initial development version
- L4101959 6,230cc production version powering Phantom and S Series
- L4251965 7,439cc experimental version
- L410B1965 6,230cc updated production version powering Silver Shadow and T Series
- L4101970 6,750cc production version, capacity increase achieved by 'stroking' to 3.90 inches (99 mm)
- L410E1970s 7,269cc development version with 4.20-inch (107 mm) stroke
- L3801970s 5,352cc "Thermodynamically Optimised Porsche (TOP)" experimental version
- L410D1982 6,750cc turbocharged production version installed in Bentley Mulsanne
- L410I1986 6,750cc fuel injected version
- L410IT1987 6,750cc fuel injected production version in Bentley Mulsanne Turbo
- L410ITI1991 6,750cc fuel injected, turbo, intercooled production version of Bentley Turbo R & S and Continental R & S
- L410MT1997 6,750cc low pressure turbo
- L410MT/S1997 6,750cc turbo
- L6751998 6,750cc development name for Arnage version of the turbo, later reverted to "L410"
- L410TT2007 6,750cc production version introducing twin MHI turbochargers with intercooler
- L410HT2009 6,750cc variable cam phasing "high-torque" production version for 2009 Mulsanne
Main engine capacities
6.25-Litre
The engine was of an overhead valve (OHV) design, angled at 90 degrees, and featured a central camshaft and wedge-shaped combustion chambers. As initially released, the bore x stroke was 104.14 by 91.44 millimetres (4.10 in × 3.60 in) and displaced 6,230 cubic centimetres (380.2 cu in), which is rounded up to describe it as the six and a quarter litre engine.
When new, the Rolls-Royce/Bentley V8 was rumoured to be an American engine design licence-built, but it was developed in-house by Rolls-Royce and Bentley engineers. This can be seen in its design characteristics, with features like an aluminium alloy cylinder block with wet liners, gear-driven camshaft, (initially) outboard spark plugs and porting inspired by the Rolls-Royce Merlin aircraft engine. The bore spacing of 4.75" was unlike any American V8 engine and the firing order was 1-5-4-8-6-3-7-2 something uncommon in any period American OHV V8. The deep skirted crankcase design is also rare with American V8 engines. Rolls-Royce however did use General Motors transmissions in their vehicles, notably the Hydramatic in Silver Cloud and the Turbo-Hydramatic in the Silver Shadow.
Models
- Rolls-Royce Silver Cloud II and III(1959–1966)
- Rolls-Royce Phantom V(1959–1968)
- Bentley S2(1959–1962)
- Bentley S3(1962–1965)
- Rolls-Royce Silver Shadow(1965–1970)
- Bentley T-series(1965–1980)
- Rolls-Royce Phantom VI(1968–1982)
Production
- Rolls-Royce Limited(1959–1973)
- Bentley, subsidiary thereof
- Rolls-Royce Motors(1973–1982), subsidiary of Vickers plc (from 1980)
- Bentley, subsidiary thereof
6.75-Litre
Starting in 1968 for the 1971 model year, the stroke of the V8 engine was increased from 3.6 inches (91 mm) to 3.9 inches (99 mm), thereby increasing the engine capacity to 6,752 cc (412 cu in). Known as the Six and Three-Quarter Litre or simply the Six and Three-Quarter, it is the most widely used and well known of all the versions and possibly the most famous British V8 engine of all time, save for the Rover V8 engine.
Except for the Chevrolet Small-block V8, the Rolls-Royce/Bentley V8 is the longest-lived engine currently in production. From a standpoint of usage in currently sold vehicles, the L-series V8 engine is the longest-lived engine produced. Production of the Chevrolet small-block engine has been relegated to sale as a crate engine, and the replacement GM LS engine is dynamically unrelated to the classic Chevrolet V8 engine.
The power output of the 6.75-litre over the 6.25-litre version was not very significant at the outset, the emphasis being on increased torque. The plethora of revisions introduced throughout its life were primarily to comply with emissions; one of the most notable changes is the new firing order of 1-5-4-8-6-3-7-2 introduced in 1987. With improved tuning and the addition of turbochargers, the 6.75-litre became one of the world's most powerful automobile engines and enormously enhanced the image of Bentley as a sporting car maker.
The process of evolving the engine has been gradual and continuous; by 2006 almost all the 1959-specification engine components had been upgraded, so that the current twin-turbo 6.75-litre engine produces over 150% more motive power and torque than at the beginning of its life, has 40% better fuel economy, and produces 99.5% less exhaust emission. In the current Brooklands and Mulsanne, the 6.75-litre engine produces 395 kilowatts (537 PS; 530 bhp) and 1,050 newton metres (774 lbf⋅ft) of torque.
The 6¾ litre (512PS) engine used in Bentley Mulsanne was built at Crewe plant, and takes nearly 30 hours to build.
The twin-turbo V8 engine was reported to be phased out, although it continues to be cast by Grainger and Worrall in Bridgnorth, Shropshire, England and fully machined and partially assembled at the company's machining facility in Telford, Shropshire, England.
Models
- Rolls-Royce Phantom VI(1968–1991)
- Rolls-Royce Silver Shadow(1970–1980)
- Bentley T-series(1970–1980)
- Rolls-Royce Corniche(1971–1996)
- Rolls-Royce Camargue(1975–1986)
- Rolls-Royce Silver Spirit(1980–1998)
- Rolls-Royce Silver Spur/Flying Spur(1980–1998)
- Bentley Mulsanne(1980–1992)
- Bentley Eight(1984–1992)
- Bentley Turbo R, S(1985–1997)
- Bentley Azure(1995–2003, 2006–2009)
- Bentley Continental R, S(1991–2003)
- Bentley Brooklands(1992–1998)
- Bentley Turbo RT(1997–1998)
- Bentley Arnage(1998–2009)
- Rolls-Royce Corniche, Corniche S (2000)(2000–2002)
- Bentley Brooklands Coupé(2008–2011)
- Bentley Mulsanne (2010)(2010-)
Production
- Rolls-Royce Limited(1968–1973)
- Bentley, subsidiary thereof
- Rolls-Royce Motors(1973–2002), subsidiary of Vickers plc (1980–1998)
- Bentley, subsidiary thereof (until 1998)
- Bentley Motors Limited, subsidiary of Volkswagen Group(1998–present)
The marques' split
BMW began supplying Rolls-Royce and Bentley with engines in 1998, specifically a V12 engine for the Rolls-Royce Silver Seraph and a twin-turbo 4.4-litre V8 engine to replace the 6.75-litre for the Bentley Arnage. BMW V8 engines were used exclusively in the Arnage from 1998 to 2000.
BMW no longer owns the rights to produce any pre-2003 Rolls-Royce or Bentley engines. The current Rolls-Royce Phantom and its derivatives use a normally aspirated BMW V12 engine, which has no technical similarities with the L410 engine. The Rolls-Royce Ghost introduced in 2010 uses a 6.6-litre twin-turbo V12.
Under Volkswagen Group, the Bentley Arnage's BMW engine was phased out from 2000 to 2002 and the L410 engine was reintroduced in highly redeveloped form. The Arnage-derived Brooklands uses the most powerful version of the engine yet. Those models and the convertible Bentley Azure are produced alongside the Bentley Mulsanne and smaller Bentleys based on the Continental GT, which use the VAG W-12 engine.
Bentley Mulsanne Turbo Engine
