EnginesDiscuss Engine Design Gone Wild! Lycoming R-7755 in the Technical forums; Lycoming R-7755 - Wikipedia, the free encyclopedia
The Lycoming R-7755 was the largest piston-driven aircraft engine ever produced; with 36 ...
The Lycoming R-7755 was the largest piston-driven aircraft engine ever produced; with 36 cylinders totaling about 7,750 in³ (127 L) of displacement and a power output of 5,000 horsepower (3,700 kilowatts). It was originally intended to be used in the "European bomber" that eventually emerged as the Convair B-36. Only two examples were built before the project was terminated in 1946.
Contents
Development
Lycoming had not been successful in designing a high-power engine. They had started with an attempt to make a hyper engine that led to the 1,200 hp (890 kW) O-1230; by the time the engine was ready, however, new aircraft designs were all calling for more power. They tried again by "twinning" the engine to produce the H block H-2470, which saw some interest in the Vultee XP-54 Swoose Goose project. Work on the H-2470 ended when the XP-54 was cancelled.
In one final attempt, Lycoming decided to go all out and build the largest engine in the world. They put together a team under the direction of VP of Engineering Clarence Wiegman at their main Williamsport factory in the summer of 1943 and started work.
Design
The resulting design used nine banks of four cylinders arranged around a central crankshaft to form a four-row radial engine. Unlike most multi-row radials, which splay the cylinders to allow cooling air to reach them, the R-7755 was water-cooled and so the cylinder heads were in-line under a cooling jacket. Contrast this with the Junkers Jumo 222, which looked similar from the outside but ran on a V-style cycle instead of a radial. The R-7755 was 10 ft (3 m) long, 5 ft (1.5 m) in diameter, and weighed 6,050 lb (2,740 kg). At full power it was to produce 5,000 hp (3,700 kW) at 2,600 rpm, maintaining that with a turbocharger to a critical altitude that was apparently never published.
Each cylinder bank had a single overhead cam powering the poppet valves. The camshaft included two sets of cams, one for full takeoff power, and another for economical cruise. The pilot could select between the two settings, which would shift the camshaft along its axis to bring the other set of cams over the valve stems. Interestingly, the design mounted some of the accessories on the "front side" of the camshafts, namely two magnetos and four distributors. The seventh camshaft was not used in this fashion, its location on the front of the engine was used to feed oil to the propeller reduction gearing.
The original XR-7755-1 design drove a single propeller, but even on the largest aircraft the propeller needed to absorb the power would have been ridiculously large. This led to a minor redesign that produced the XR-7755-3, using a new propeller gearing system driving two shafts to power a set of contra-rotating props. The propeller reduction gearing also had two speed settings to allow for a greater range of operating power than adjustable props alone could deliver. Another minor modification resulted in the XR-7755-5, the only change being the replacement of carburetors with a new fuel injection system.
Operational history
The engine first started testing at 5,000 hp (3,700 kW) in 1944 with the XR-7755-3, but demonstrated terrible reliability problems. A second example was provided, as planned, to the United States Army Air Forces at Wright Field in 1946. However, by this time the Air Force had lost interest in new piston designs due to the introduction of jet engines, and the Lycoming delivery team was instructed to simply "dump it on the ground". This engine has since disappeared. The original test engine was later delivered to the Smithsonian Institution, where it was recently restored.
Studebaker was also working on a very large engine, a 24-cylinder H-type. The H-9350 (8.0 x 7.75 = 9349.4 in³/153.21 L) was being designed to deliver over 5,000 hp (3,700 kW). It is not known what became of the project.
Specifications (R-7755)
General characteristics
* Type: 36-cylinder turbosupercharged liquid-cooled "star" (9 banks of 4 cylinders) aircraft piston engine
* Bore: 6 3⁄8 in (161.9 mm)
* Stroke: 6 3⁄4 in (171.4 mm)
* Displacement: 7,756.3 in3 (127.1 L)
* Length: 120 in (3,050 mm)
* Diameter: 60 in (1,525 mm)
* Dry weight: 6,050 lb (2,745 kg)
Components
* Valvetrain: Single overhead camshaft with separate cams for takeoff and economical cruise (Variable valve timing)
* Cooling system: Liquid-cooled
Performance
* Power output:
o 5,000 hp (3,730 kW) at 2,600 rpm takeoff
o 4,000 hp (2,985 kW) at 2,300 rpm cruise
* Specific power: 0.64 hp/in³ (29.3 kW/L)
* Specific fuel consumption:
o 0.70 lb/(hp·h) (0.43 kg/(kW·h)) at takeoff power
o 0.485 lb/(hp·h) (0.29 kg/(kW·h)) at 70% power
o 0.37 lb/(hp·h) (0.22 kg/(kW·h)) at minimum cruise power
* Power-to-weight ratio: 0.82 hp/lb (1.36 kW/kg)
Yeah its too bad these and or similar engines aren't powering the aircraft of nowdays, instead of jets.
If this was a diesel with a .25 BSFC in a TC configuration, the fuel savings would be fantastic compaired to turbines.
Yeah its too bad these and or similar engines aren't powering the aircraft of nowdays, instead of jets.
If this was a diesel with a .25 BSFC in a TC configuration, the fuel savings would be fantastic compaired to turbines.
The maintenance costs would have been enormous. Plus the wide profile meant there was going to be quite some drag created.
The original test engine was later delivered to the Smithsonian Institution, where it was recently restored.
It looks like from the photo this engine may be at the Udvar-Hazy annex of the Smithsonian in northern Virginia...I'm way overdue for another trip there.
Derek
The XR-7755 was intended for the B-36. The 4360's on the B-36 were originally rated at about 3000 hp and later upgraded 3600 hp or 21,600 hp per plane. If the 5000 hp XR-7755 could undergo a similar upgrade it would have been putting out 6000 hp or 36,000 hp per plane. So, had the B-36 used the XR-7755 engines there might have been no need for the jets.
Second the comment on the Lycoming R-7775 being way too heavy.
A P&W R-2800 CB16 (or a -99W military engine) engine would do 2500 HP (wet) takeoff for 2390 pounds (source"R-2800; Pratt & Whitney's Dependable Masterpiece" by Graham White). Doubled and you have 5000 HP takeoff HP from 4780 pounds, compared to the 6050 pounds for the Lycoming. The weight difference is even more pronounced since the weight of the R-7775 does not include the radiators, which a R-2800 does not need. Two R-2800s could drive a single propeller if needed; use the military -50 drive drive nose case, and then a remote combining gearbox, much like Bristol did with the coupled Centaurus engines in the Babrazon airliner.
If you just have to have liquid cooling, couple two R-R Griffon 57s (like two Allison V-1710s were coupled to make the V-3420). Each Griffon 57 gives 2450 HP take-off from 2020 pounds. Coupled you would have 4900 HP from 4040 pounds or less.
Second the comment on the Lycoming R-7775 being way too heavy.
A P&W R-2800 CB16 (or a -99W military engine) engine would do 2500 HP (wet) takeoff for 2390 pounds (source"R-2800; Pratt & Whitney's Dependable Masterpiece" by Graham White). Doubled and you have 5000 HP takeoff HP from 4780 pounds, compared to the 6050 pounds for the Lycoming. The weight difference is even more pronounced since the weight of the R-7775 does not include the radiators, which a R-2800 does not need. Two R-2800s could drive a single propeller if needed; use the military -50 drive drive nose case, and then a remote combining gearbox, much like Bristol did with the coupled Centaurus engines in the Babrazon airliner.
If you just have to have liquid cooling, couple two R-R Griffon 57s (like two Allison V-1710s were coupled to make the V-3420). Each Griffon 57 gives 2450 HP take-off from 2020 pounds. Coupled you would have 4900 HP from 4040 pounds or less.
Piper106
Well, the war was over, jets were flying and nobody in the military was interested in spending development money on piston engines anymore. The 4360 was ready and that is what the B-36 got.
I love these hyper engines. They are huge, complicated and so powerful. And, when at their zenith, along comes something that looks like a glorified stove pipe and it makes more power. It is like the last days of the dinosaurs.
My car has overhead cams, fuel injection and a turbocharger. Cars have finally evolved to the level of WWII aircraft. I'm ready to switch to jets.
I love these hyper engines. They are huge, complicated and so powerful. And, when at their zenith, along comes something that looks like a glorified stove pipe and it makes more power. It is like the last days of the dinosaurs.
My car has overhead cams, fuel injection and a turbocharger. Cars have finally evolved to the level of WWII aircraft. )
I agree with you on this. Yeah look how long it took the car makers to get as far as those old airplane engines of years past.
This under supported and under reported engine in its final form, with a decent supercharger, gave up to 5500 hp in its highest form, and had WAY smaller frontal area!!!
LinkBack URL
About LinkBacks
Reply With Quote
Originally Posted by engguy 
Bookmarks