The level of quality of construction that Rolls Royce was able to maintain in these engines during wartime is astounding to see. Fit and finish of each part is just perfect. And what you don’t see is the consistency of the raw materials being cast, forged and machined into finished parts for assembly. This was all done before ISO 9000 standards were in place. Rolls-Royce certainly had their act together building these engines.
Thanks Peter, never had to go that far with the Merlin three as it was rebuilt from an engine failure on the bottom end, there was two big dents in the windage tray. Thanks for your help with the oil tube as it was quite a job getting the broken one out ! Two new cam shafts and making two usable Mags from the four that Ian was able to get and away she went. Cheers.
A Rod Journal "in" a Rod Journal... Obviously advanced alien technology Glorious! You R the "Bearing Journal Whisperer". Cheers from So.Ca.USA 3rd House On the Left
I always wondered why the Merlin (and other aviation V-12s) used complicated split connecting rods; rather than staggering the cylinder banks like modern automotive V8s, and using identical rods. length should not be an issue as it would add less than an inch to total engine block length.
Again, such lovely work. It's so interesting to see this work of art being rebuilt. We all always hear the quality of Rolls-Royce and take it with a pinch of salt but when you see just how well this is made, it doesn't disappoint. I'm really looking forward to the next instalment! P.S. a quick question if I may? I recently watched a video of a pilot discussing flying a Spitfire MkIX and whilst doing aerobatics he says that he keeps at least some partial positive G on at all times. He says it's because although the fuel system is able handle negative G, the oil system isn't. I am confused with this statement, as I'm sure all Merlins have a dry sump system with an external oil reservoir and the engine should be fully capable of negative G for several seconds, until the reservoir runs dry.... Could you please shed a little light on this subject if you have a moment? I'd very much appreciate your opinion.
Hi Ya. I was watching some engine builders on You Tube called BARUM Engines . They actually weigh the con rods end for end to stop vibration and weigh the the pistons. Is that something that would benefit this sort of engine build ? Best regards Don
The Merlin crank weighs 107 lbs (48.5 kgs), machined from a forged billet of 240 lbs (109 kgs). This version of the Merlin produces 1,620 hp, but later models developed 2,050 hp.
Sir , i am very interest with technology construction and metallurgy of merlin engine , and about construction i had the pdf about its technology , but i can not find metallurgy technology of this engine , and i want to ask , do you have that? And if you have that would you share with me? And for your kindness i would say thanks very very much dir
The level of quality of construction that Rolls Royce was able to maintain in these engines during wartime is astounding to see. Fit and finish of each part is just perfect. And what you don’t see is the consistency of the raw materials being cast, forged and machined into finished parts for assembly.
This was all done before ISO 9000 standards were in place.
Rolls-Royce certainly had their act together building these engines.
Thanks Peter, never had to go that far with the Merlin three as it was rebuilt from an engine failure on the bottom end, there was two big dents in the windage tray. Thanks for your help with the oil tube as it was quite a job getting the broken one out ! Two new cam shafts and making two usable Mags from the four that Ian was able to get and away she went. Cheers.
Building RR Merlin engines for fun. What a great hobby to have
This is a *wonderful* series - I'm loving seeing this process at this level of detail; don't skip anything! :-) Thanks for sharing this.
MAGNIFICENT video!! I'm an A&P Mechanic and I LOVE seeing this stuff! Keep up the GREAT work! Much respect and support from Yuma, AZ. 👍👍
The big "keep" from your videos,are all the interesting stories and facts you share with us. Thanks alot😊 !
Simply wonderful content. Thank you
Excellent video Peter 👍
Thanks 👍
Absolutely fascinating, thanks for taking the time to share your knowledge and skills. Greetings from Tasmania Australia 🇦🇺 ex Pom from Leeds.
What a fascinating video! Thanks!! Looking forward to seeing the next steps in the build.
Most interesting project well done and explained. Thanks for posting. Go well
A Rod Journal "in" a Rod Journal... Obviously advanced alien technology Glorious! You R the "Bearing Journal Whisperer". Cheers from So.Ca.USA 3rd House On the Left
Beautiful stuff mate
вот это конструкция НГШ! я просто в восхищении! 👍
I always wondered why the Merlin (and other aviation V-12s) used complicated split connecting rods; rather than staggering the cylinder banks like modern automotive V8s, and using identical rods. length should not be an issue as it would add less than an inch to total engine block length.
Again, such lovely work. It's so interesting to see this work of art being rebuilt. We all always hear the quality of Rolls-Royce and take it with a pinch of salt but when you see just how well this is made, it doesn't disappoint. I'm really looking forward to the next instalment!
P.S. a quick question if I may? I recently watched a video of a pilot discussing flying a Spitfire MkIX and whilst doing aerobatics he says that he keeps at least some partial positive G on at all times. He says it's because although the fuel system is able handle negative G, the oil system isn't. I am confused with this statement, as I'm sure all Merlins have a dry sump system with an external oil reservoir and the engine should be fully capable of negative G for several seconds, until the reservoir runs dry.... Could you please shed a little light on this subject if you have a moment? I'd very much appreciate your opinion.
Very good.
hi great job . just wondering what type engine oil was used in these . ie 15 40 type
The engines would have used Aeroshell 100 or equivalent. when flying. However given the ground operation, most engine use a straight 20w50 grade oil.
Hi Ya. I was watching some engine builders on You Tube called BARUM Engines . They actually weigh the con rods end for end to stop vibration and weigh the the pistons. Is that something that would benefit this sort of engine build ? Best regards Don
Are those Whitworth threads?
Yes. BSF threads almost everywhere on the RR Merlin, with BSP pipe fittings, BA for smaller threads, and a few special RR thread forms.
@HistoricAeroEngines are the Packard ones the same? Or did they change to AF?
Packard adopted all the British thread forms, which was a separate challenge as there were no US manufacturers of them.
Knowledge is a beautiful thing . Hope you are able to pass your knowledge on to a younger person .
Why doesn't your torque wrench crack
Because not all torque wrenches a clickers. You turn until the needle gets to the torque you require.
Makes me sad to know that Merlin crank weight maybe 80 kg. and produces 1200 hp. My aviation engine crank weight 12 kg. and delivers 45 hp.
Later models delivered up to 2000 hp on 150 octane fuel.
The Merlin crank weighs 107 lbs (48.5 kgs), machined from a forged billet of 240 lbs (109 kgs). This version of the Merlin produces 1,620 hp, but later models developed 2,050 hp.
Sir , i am very interest with technology construction and metallurgy of merlin engine , and about construction i had the pdf about its technology , but i can not find metallurgy technology of this engine , and i want to ask , do you have that? And if you have that would you share with me? And for your kindness i would say thanks very very much dir