ITEM No. 11 & 19 FILE No. XXXI—6r : DISC VALVE ENGINE JUNKERS TORPEDO ENGINE MODEL JUMO, ive —— 3 sap | 1973 3198-70 “This report is issued with the warning that, L The subject mater should be protected by British Patents or Patent ‘applications, this publication cannot be held to give any protection against action for infringement.” COMBINED INTELLIGENCE OBJECTIVES SUB-COMMITTEE LONDON - HM. STATIONERY OFFICE.DISC VALVE ENGINE TUNKERS TORPEDO ENGINE, MODEL JUMD, KM 8 Reported By: Me. C, A, LINDBLOM, U.S. Ord. Maj. J. R. PARRY, British Mof S CIOS Target Nos. 11/118 & 19/275. oes. ILIGENCE OBJECTIVES SUB. G-2 Division, SHAEF (Rear) APO 413SubseeT PAGE NO. I. Forward 3 II. Discussion 3 III. Description 3 IV. Gonolusions 4 V. Appendices A. Photographs of KM 8 Engine & Components B. Drawings and Sketches of KM 8 Engine C, Test Report of Single CyJinder #210 Engine Fitted with Foppet Valves and DVL Dise Valves EERSOMNEL OF TEAH Mr. C. A. Lindblom U. 8. Ord. Maj. J. R. Parry British M. of 8.seen DISC VALVE ENGINE SUNKERS TORPEDO ENGINE, MODEL JUMO, KM 8 1. EQRMARD High engine output in the emallest possible package space presen te an important objective in cosbat vehicle design. Coupled further with Light wolght, it represents @ progressive trend in getieral automotive development. This report covers a description of the Junkers Torpedo Engine, Model KM-8 which was developed essentially for torpedo use. Its in- vestigation was prompted from an automotive standpoint, primarily be- cause it indicetes an interesting achievement in which design was dice tated specifically by high-output, light weight, and minimum space re- quirements. Ii. DISCUSSION Development on the KM 8 engine was started in 1937. Some twenty to thirty experimentel engines had been built when Junkers was issued an order for 100 production engines to be completed in 1945. This or- der was cancelled subsequently when it became apparent thet facilities could not be established in time to meet the schedule. As indicated in the description below, the engine was intended for short life, Hon- ever, the abnormal operating conditions for which it was intended serves to indicate thet reasonable life expectancy might be obtainable under more normal conditions. Detail drawings and test data were not available inasmuch as they were said to have been destroyed or evacu- ated from Dessau to a dispersal point in Kussian territory prior to cessation of hostilities. Therefore, a description was prepared by Dipl. Ing, Stroble, project engineer on the engine, a translation of which forms the basis of the description which follows. In addition, a photogrephic break-down, Appendix A, of the engine, including the respective weight figures of the components, was made with the assist- ance of the 165th Photo Company, Further, in absence of test data on the IB, there is included as Appendix C, a translation of a report covering comparetive tests ona single cylinder 210 engine with poppet and DVL disc valves. None of the engines was evacuated inasmich as it was learned from the Military Government that they had been previously earmarked for evatuation by Naval investigators. OF eS DISC VALI A. General remarks on the design of the engine The conditions which tke KMe8 engine had to fulfill, and the fundamental ideas behind the design were as follows: “Be1. The engine hed to reach full load and maximum speed in the shortest possible tine. Starting fron rest to running on @ mixture of exhaust gas, oxygen and petpol, had to be accomplished automatically following the throwing over of a single control lever. 2. The engine had to be capable of withstanding the high tempera- tures and pressures resulting from the use of an exhaust gas and oxygen mixture. 3. The engine had to be capable of driving the torpedo at 40 knots, and for this purpose an output of 275 HP at 3650 RPM was re- quired. 4. Minion weight was essential and, therefore, there was a strong leaning tovards Junders standard eiréraft practice in the design. 5. The planned capacity of the engine was 4.3 litres, and owing to the omall available space in the torpedo (53-cm internal diameter, 53.3-cm external diameter), it was not possible to incorporate normal overhead valve gear. In view of this, a rotating disc-type of valvey based on experimental work carried out by Wankel Entwicklungs Werke at Lindau on lake Constance, was employed. 6. The engine had to reach maximum speed and power within one to two seconds fron cold (starting being by a compressed air starter motor) this entailed e very strong cranksheft, connecting rods, bearings, etc. 7. The spark plugs had to be so arranged that they were easily accessible fron the outside of the torpedo with a minimum of inspection covers in the hull, 8. The required life of the engine wis only a few hours 90 that a large wear and tear of individual parte could be tolerated. 9. Surface treatment of materials and special materials to with- etand oxygen and sea water had to be considered. B. Description of the engine and accessories The layout of the KM-& engine will be seen from drawing No. 109, 800, Sheets 1 to 3, being longitudinal section, cross section, and stern view, respectively. (Drawing 1, 2, 3 App. B) The engine gearing is shown schematically in drawing 113 450. (Drawing #4, App. B) DESCRIPTION OF ENGINE 1, v4 ‘tion Model JUMO KM-8 her 2 Water-cooled, S-cylinder, internal combustion engine (spark ignition), working on the four-stroke principle, and burning a mixture of oxygen, exhaust ges, and fuel. 2 Cylinder Arrangement: V-& (2 banks of 4 at 90°) Valve Geer: Rotating disc valves (DVL/Wamkel Type) Valve Timing: Inlet opens 40° before T.D.C. Inlet closes 50° after B.D.C. Exhaust opens 710 before B.D.C, Exhaust closes 24° after T.D.C. Firing Order 1-8-3-6-4-5-2-7 Swept vol. 542 litres (per cylinder) : (otal} " be3y Litre ta. Compression ration 6.63 Direction of rotation of the crankshaft viewed from rear of engine--clockwise. Direction of rotation of the propellor shaft viewed from rear of torpedo--anticlockwise. Weight 205-ke. Dry weight of engine complete with carburetor, inlet mni- fold pressure control valve, speed govenor, fuel pump, ofl pump, water pump, starter, throttle control and ignition. Qutput: HP Crankshaft RPM Inlet Manifold Pressure Output on Ist test run 215 3650 2.he2.6 atmospheres Maximum output 425 4360 3.53.7 atmospheres Accessories Magneto: Bosch twin magneto 21 8 (Photo 5) Spark Plugs: Bosch plugs W2,0 T 6 Standard eircraft plugs O41 Pump for Diwe Yolte lubedetion: | Walti-piston pump. A fixed quantity of oil ds delivered to each disc and disc bearing, Garburetor: Simple single jet carburetor with replaceable jot. “5-Fuel Dump: ‘Type: Greets A.G. Type 2D 53. Double gear pump with menbrane-type pressure regulator. Mex. cut= put 350 i/h. Fuel Filter: Bormal plate type filter. O11 Pumps: = Front of] pump (gear type) Pressure pump: 440 Scavenge pump: 1300 1/h at 2180 RPM Rear oil pump (gear type) 1900 I/h at 3186 REM Water Pump: Single stage centrifugal pump (for sea water) Outputs approx. 300 1/min at 3186 RPM Starters Compressed air gear type starter, Torque 25 MKG with 150 atmospheres pressure. Grankcase: (Photographs 19-25 incl) Specification of Material: Flieg. 3205.4° (Aluminum alloy) Si 9 to 10, Mg. 0.2 t0 0.4, Mn. 0.3 to 0.5, Cu 0.05 mx. Zn 0.1,.Fo # T1 0.65 max. Ti 0.15 max. Remainder aluminum. The crankcase and cylinder blocks are an integral light alloy casting, The cylinder liners are screwed into the under half of the cylinder heads and then pressed into the cylinder blocks. The rear of the housing accommodates the reduction gear, the drives to the disc valves, with power take-offe for the rear oil pump and water pamp, as well as the magneto, and oil pump lubricating the dise valves. The rear end cover carries a bearing for the large gear of the reduction gear on its inner face, end a flange mounting for the sterter on its outer face, this starter engaging directly with the crankehaft. The front end of the housing contains érives for the speed govenor front oil pamp and fuel pump. The crankcase is divided by five webs, which not only lend strangth to the casting, but also carry the crankshaft main bearings. The lower half of the crankease is formed by a detachable cover which serves as of] sump a6 well es containing the lower half of the crankshaft main beerings, webs in thie cover matching up and being bored with the webs in the crenkcase for thia purpose. The oil pump suction pipe flanges are bolted to the front and rear of the cramkease botton cover.Gylinderbeads: (Photographs 7, 8, 11, 12, 13, 14, 17) Material: Same as crankease. Bach cylinder head, in order to accommodate the flat disc valves, 4g divided into an upper cylinder head and e lower cylinder head. The material is an alumimm alloy of the same composition as the crankcase, and attachnent to the block is by means of studs. The cylinder linere are screwed into the lower cylinder head which also carries two spark plugs per cylinder placed at the outer side of the head so as to be accessible. ‘fwo inlet and two exhaust ports per cylinder are cast into the lowe er cylinder head, and lead to the disc valve arranged above the cylin- der. Bach port contains s steol insert which is held against the dise valve by gas preesure, thus obtaining a gas tight joint. Further, these inserts ere made gas tight around their outer circumferences by the fit- ‘ting of two small piston rings per insert. ‘The upper side of each lower cylinder head is machined out above the center of each cylinder in order to accommodate an insert which is pegged to prevent rotation and acts as a bearing for the disc valve. ‘The lower cylinder heads ere provided with water passages to en- able a flow of cooling water to be mintained from the upper cylinder heads, through the lower cylinder heads, and thence to the cylinder blocks. This permits good cooling of high temperature surfaces. ‘The upper halves of the cylinder heads are machined out to take the dise valves, their bearings and thrust washers, Cast into the up- per cylinder heads are inlet and exhaust ports corresponding with those in the lower halves. The two inlet ports in each cylinder lead to a common passage which in turn connects to the induction pipes which run down each side of the engine. The exhaust ports lead to common water-jacketed pipes cast into each cylinder head, which in turn connect with tho two exhaust pipes. The highest point of each cylinder head is comected by means of 2 "YZ" pipe to the water pump situated at the rear port side of the en- gine. In addition, vents are provided at the top of each cylinder head water jacket which insure that no air pockets are formed when the cool- ing system is filled, and also allow steam to escape to the water pump suction pipe: 3. Gylinder Linerg (Photographs 13, 14, 18) Material: (Flieg. 1150.4) © G. 0.57=0,65; Si 0.3-0.55 lin 0.5 0.7; Remainder Fe. TeThe cylinder liners, made from seamless steel pipe, are screwed into the under side of the lower half of the cylinder head, thus making a joint which requires no special sealing arrangement. The joints be- tween the lower half of the cylinder liners and the blocks are made by ‘the use of two round rubber rings per cylinder, 4. Grankshaft (Photograph 26) Material: (Flieg 1472.4) © U.26-0.34 Si 0.4 max. In 0.4-0.85 P 0,035 max.3 8 .035 max.; Cr. 2122.5; V 0.15-0.25 Remainder Fe. The crankshaft is s nitrided etecl forging with flanges to which the balance weights are bolted. Tho wain and crankpin jourmls are gound; the bearings being steel backed, lead bronze bearings in both cages. Six main bearings are pro= vided, the third from the front taking the ond thrust. The main and crankpin journals are hollow and are connected, one with the other, by passages bored through the webs. The open enis of the bored-out crankpins are blanked off by means of sealing discs and anchor bolte, thus providing pressure lubrication #o ail main and big ond bearings. The propellor shaft driving pinion is forged in one piece with the crankshaft, and is situated between the two rear main bearings. The rear end of the crankshaft carries a dog for starter motor engagement, and the front end a driving pinion for the govenor, fuel pump and front o4] pump. 5. Gonnecting Redg (Photographs 27-31 incl) Materials Flieg 1310.4 = C 0.38-0.453 Si 0.4 max; Bn 1,601.95 P .035 mmx; S .035 max; V0.1-.18 Remainder The main connecting rods are "HY section steel forgings, forked at the lower end and machined all over. (Ref. to Drawing #6, App. B) The forked onda nip the split bearing shells, and rotation of the shells is further prevented by pegging. In order to obtain greater strength, the split in the bearing shell does not lie on the sane plane as the split in the rod. The little end bearings are provided with bronze bushes. Lubrication of the little end bearings. is by splash assisted by two oi] holes drilled in the top of the rod. The auxiliary connecting rods fit between the forked ends of the main rods, the bearing shells being lead bronzed on both the inner and 8. rand outer surfaces for this purpose, Other deteils of the awdliary rods are the same as for the main rods. 6. Pigtong (Photographs 27-31 incl) Material: (Flieg. 3211.9)¢ Si 11,5-13; Cu .8-1.1; Mg 0.8-1.3; Ni 0,8-1.1; Fe-Ti .8 max; TA .2 max. Remainder aluminun. The pistons are forged from the above alloy and are provided with two gas rings and one scraper ring per piston. (Ref to Drawing #7, Appendix B) The scraper ring gropve is provided with a series of drilled holes to enable the escape of the oil. The gudgeon pins are fully floating and end movement is limited by circlips. Piston Ring Material: Flieg 1903.4 C ¢.5-3.9 Si 2.6-3; lin 0.5 0.8; P 0.7-0.9; S 0,08. Gudgeon Pin iaterial: Flieg 1472.4 6 0.28-0,38 Si 0.4 max. Yin 0.5 0.9 P 0,035 max. S 0.035 max. Cr 1.3-1.9 Al 0,961.3 7. Valve Gear (Photographs 8-10 incl) Owing to the limited space aveilable, a rotary valve gear had to be fitted in place of the normal arrangement. The flat valve discs are fitted between the upper and lower halves of the cylinder heads, a bearing being provided for each disc above the center line of each cylinder bore. The inlet and exhaust ports in the lower halves of the cylinder heads are provided with inserts, which are forced against the under sides of the disc valves by ‘the gas pressures in the cylinders, thus formang & seal, The gas prossures acting on the disc valves are coun- terbalanced by means of thrust rings fitted into the upper halves of the cylinder heads. The disc valves are provided with teeth around their outer cir- cumferences and form two gear trains driven from pinions situated at ‘the rear of the engine. As the speed of rotation is constant the woar and tear is less than with the normal poppet valve. Owing to its simple construction, this type of valve gear is particularly suited for high speed engines. Timing is altered by means of serrated couplings fitted into the valve gear driving shafts. (Refer to Drawing #8, Appendix B) 92 3574 H2Material of disc yelyes: Flieg 1473.4 (same as crankshaft) Material for Port Inserts: Flicg: 1254.4 C 0.33-0.41 St 1-1e1.43 Hn 1.1-1.4 P 0.035 max. $ 0.035 wax. Ree wainder Fe. Material for Port Insert Sealing Rings: Flieg 1903.4 (same as for piston rings). 8. Reduction Gear and Accessory Drive The reduction gear is a straightforward one-step reduction, ratio 2.9 to 1, which gives the desired low propellor speed. The main gear is hardened and ground, and then bolted to the hub, which is carried in ball bearings mounted in the rear of the crankease and the rear crankcase cover. This hub is further provided with internal splines zhich engage the hollow propeller shaft. The main gear and propellor shaft lie in the central exis of the engine. The sain reduction gear also drives two additional geers, the shafts of which sre connected to the water pump and rear oil pump, respectively, and in addition carry the bevel gears for driving the disc valves. The shafts driving the dise valves are provided with splined coup- lings which allow exact timing of the disc valves to be obtained. The ratio of disc valve revolutions to crankehaft revolutions is one to four. Shear pins are fitted to the gears driving the two disc valve trains, which prevent damsge to the discs end gears should the discs selse up. The magneto and the o1] pump feeding the die valves are also driven by means of suitable gearing fron the usin reduction gear wheel, The pinion situated et the front of the crankshaft drives through intermediate gears the govenor, fuel pump and front of] pump. The main reduction gear and the auxiliary driving gears are carri- oa in ball bearings in order to reduce the starting torque and overcome Possible lack of lubrication when starting. Geer Material: (Flieg: 1208.4) C 0.17-0.22 Si .4 mex. Mn 1,1-1,4 P04 wax. 5.04 max. Cr 1,1-1.3. =10-| i i i i | i i Wein Gear Hub Material: (Flieg:. 131.5) Same as connecting rode. Gear Shaft Material: (Flieg: 1310.5) Same as connecting rods. 9. Engine lubrication The oil pump situnted at the front of the engine eupplies of] um der pressure to the crankshaft and the reduction gear, The oil is fod into the front end of the crankshaft through a floating slesve which is a sliding fit in the end of the crankshaft and carries @ conical seat mating with a seal fitted into the crankease. The necessary pressure to obtain an oil tight joint between this soa and seating is assured by the oil pressure which forces the cone onto its seating. The min and auxiliary big-end bearings are thus supplied with oil under pressure from the oi) passages drilled in the crankshaft, lubrication of the pistons end little-end bearings being by splash. A "2" branch in the oil feed from the front oil pump is taken to a nozzle which sprays oil onto the main reduction gear. Lubrication of the other gare ond bearings for the auxiliary drive is by splash, except for the disc valve drives, which are provided with oil jets fron the stne pressure system. ‘The diac valves themselves are lubricated by means of a separate pump wiich delivers = kmown quantity of oi1 to each disc. 10. Gooling System The cooling water delivered by the water pump is divided equally between the two cylinder blocks by means of 2 "Y" tube which insures equal cooling of the two exhaust manifolds and the sane flow around both banks of cylinders. The cooling water flows through passages cast in both cylinder heads and insures good and equal cooling of all parts of the heada, it is then led into the cylinder blocks by means of passages betwoon the reads and blocks which ere sealed by thin rubber rings, Nerrow water passages are provided around the tops of the cylinder liners which have a throttling effect and produce a high rate of flow which insures good cooling where temperatures are highest. This throttling of the water flow also has the advantage of distributing the water flow equally sround the cylinders. The water jacket around each cylinder liner is connected to a gal- lery, having an outlet et the front of the engine which leads to the water suction pips, -h-Water Pump (Photographs 15, 16) The water pump is a centrifugal pump, flange mounted on the rear of the engine, and driven at 3186 RPM at an engine speed of 4360 RPil. The pump shaft is mounted in ball bearings and is provided with a rotating fibre seal which mtes with a ring of stainless steel pressed Anto the pump housing. i. Fuel Pumps The fuel pump is flange mounted on the front of the engine and at mximum engine speed is driven at 2180 RPM. ‘The fuel pump is a double gear pump and is provided with a means of controlling the delivery pressure. This consists of a piston valve the position of which is controlled by a diaphragm and a spring. The delivery pressure of the pump is applied to one side of the diaphragm and the oxygen supply pressure to the other, these two pres- sures cause the piston valve to move, opening or shutting a by-pass, and thus maintaining the correct fuel supply pressure. 12. Compressed Aix Starter (Photographs 32, 33) This is © compressed air gear type motor fitted to the rear of the engine. The atarter dog is engaged by air pressure acting on a piston which also opens the air porte to the motor when engagement has been When the engine starts, the starter dogs are pushed out of engage- nent and return to thetr neutral position. C. Test Results The output of 275 HP at 3650 RPM was obtained when running on a nixture of oxygen and exhaust gas with an induction manifold pressure of 1,5 atmospheres. In order to obtain 425 HP at 4360 RPM it was nec- cessary to increase the induction manifold pressure to 2.5 atmospheres. Running the engine as a normal petrol engine, without supercharg- ing, end using the same simple carburetor and induction pipe as was used when running on exhaust gas and oxygen, an output of 110 te 120 HP was obtained. Fre-Ignition There were no signs of pre-ignition, even at nexium output, bee cause the mixture of exhaust gas and oxygen on which this engine runs contains a high percentage of water. 12.Dige Valves When xunning on the exhaust gs and oxygen mixture, difficulties were experienced with the disc valve bearings end the gae-tightness of the disc valve seals. The plain bearings which were originally fitted (sec arg. #109 800, Sheet 2, Drg 2, App. B) were not satisfactory ow- ing to lubrication difficulties, and these were replaced with needle roller bearings which gave very satisfactory results. The latest de= sign of disc valve with these needle roller bearings is shown in the attached sketch, drawing 9, App. B. Owing to very high temperatures, there was @ tendency of the port inserts to burn, resulting in poor gas-tightness, backfiring, and stop- ping of the engine. After the material of these inserts, and that of their sealing rings had been changed to the specification already given in this report, this trouble was largely eliminated. When running the engine on "free air" practically no sealing difficulties were encount- ered. The engine has been run for as long as fifty hours on "free air" without any trouble. (The Junkers 210-S engine has a similar disc valve gear and has run 200 hours and more, trouble free.) A change of design was also’necessary to avoid wear due to the dise valves bearing too heavily against the lower surface of the up- per cylinder head ac @ result of the high explosion pressures acting on them. ‘Two bronze thrust rings were let into the upper cylinder head with provision for pressure lubrication. By the methods outlined above, the troubles experienced with the original design were eliminated. (As ® precautionary measure, ‘the bearings of the disc valves have been strengthened on the latest en- gine by increasing the width of the gears.) Spark Plugs Originally a single sparking plug per cylinder was fitted into the lower half of the eylinder head on the axis of the cylinder. This method had no advantage over a system employing two radially placed pluge and wes abandoned as it introduced complications in the disc valve bearings. The special shield around the spark plug and high tension lead, shown on Drg. 109 800, Sheet 2 (Drawing 2, Appendix B), is to prevent external sparking when the engine is running in an atmosphere of ex- haust gas and oxygen. Plug ofling troubles experienced at first were overcome by alter- ations to the piston and rings. 213‘The lead bronze bearings gave no trouble even under the most severe conditions of load and cold starting. Ty. CONCLUSIONS The novelty of this KN-8 engine, which enabled reduction in space requirements and transverse cross-sectional area, is the disc valve gear. It suggerte an approach which might effect au appreciable di- minution in engine compartuents of combat vehicles. “lyinionranstily Photo #l<-Rngine essembly, less water pump, sterter, car buretor, governor, pressure pump and fuel pumps Frowt Bnd View, Junkers Torpedo Engine, Model Ki8e { 187 : AS stown F Photo #2--Engine asseubly, less water pump, starter, carburetor, governor, pressure pump end fuel pump. Side View, Junkers Torpedo Rgine, Model KMe8, -15-\APPENDIX A Photo #5-sIngine assembly, less water pump, starter, caxburetor, governor, pressure pump ani fuel pumpe Front md View, Junkers Torpedo Engine, Model KirB. 1 Ke 18 Sion Photo #i-ringine essenbly, less water pump, starter, carburetors governcr, pressure rump end fuel pump. Hear View, Junkers Torpedo Ingine, Model 10-8, “IbeAPPENDIX & Photo #i5-rIngine asseubly, less water pump, starter, carburetor, governor, pressure pump and fuel pumps Top View, Junkers Torpedo Engine, Model Ki-8. Photo #6~=Junkers Torpedo Engine in case, showing contemplated eleetrical distributor installation. (Never Completed) > n- ‘HSAPPENDIX A Photo #7-sfop view of top half of cylinder head showing flange where shaft driving disc valves are located. Junkers Torpedo Engine, Model 18, Photo }8-=ifop half of cylinder head, showing inlet end exhenst Portse Junkers Torpedo Ingine, Model KS. “\$-Photo #9--Disc valves ani gear driving train. Junkers Torpedo Engines Nodal Kimbo Rote Msplan valve asseahiy with port inet en sling vingse Junkers Torpedo Engine, Mode. -1Q-re Photo #ll--Lower helf cylinder head, less liners, showing combustion chanberes Top View. Junkers Torpedo Engine, Model KieBe Photo #12~-Lower half cylinier head, less linerse showing combustion chambers, Junkers Torpedo Engine, Model KM-8. dd-cnc sal SPPENDIX & Fhoto #13-~Lower half cylinder head assembly showing cylinder liners, spark plugs and rubber se: stri Tanke: ameieee aeaee eling De rs Torpedo Photo #ll-rLower half cylinder heed escembly showing cylinder liners, spark plugs and rubber sealing stripe Junkers Torpedo Engine, Model KiB. “deFhoto #16--Water eel assembly (exploded views Junkers Torpedo Engine, Mosel KMS, ~aa-Photo #17--Section of lower half, cylinier head showing com bastion chambers Junkers Torpedo Mngine, Model KM-G. Photo #18-=Cylinder liner. Junkers Torpedo Engine, Model KikS. -4-Photo #19--Upper erenkease, (front end view), Junkers Torpedo Engines Model KM-Be Photo #20—-Upper crankcase (rear en view) of Junkers Torpedo ‘Engine, Model Kie8, - a44 Photo #2l=-Upper crankcase (topside view). Junkers Torpedo Ingine, Motel Ki-S. Fhote #22-Upper erankease, (+ le ae ieeoe 1» (top 3/4 view)e Junkers Torpedo ~as-APPENDIX A | l | | ji Photo #23--Upper crankcase, bottom view of Junkers Torpedo 1 | Mngines Model KiB, j | ' | | | : | : i t Phote #2h--Lower crankease and orank shaft bearing assenbly i (side view)» Junkers Torpedo Engine, Model KikBsAPPENDIX & Photo #25--Lowr erankesse ani crank sheft bearing essenbly (top side view), Junkers Torpedo Engine, Model KB. Photo #26~~Crankshaft of Model KM8, Junkers Torpedo Engines -2-Piercermeereeremn 1 SET TET ETOCS SEF | d a" i a 3 u i L i 4 he 14 i ie i ili ue HF uiAPPENDIX A Photo #29--Forked connecting rod complete with on assemblyo Junkers Torpedo Engine, Model Kit! ba Photo #30-Plein connecting rod ani piston assembly. Junkers Torpedo Engine, Model KikB. aa_APFENDIZ & Fhoto #31~-Plain connecting rod and piston assembly. Junkers Torpedo Engine, Model Ki8e nee #32—Sterter complete. Junkers Torpedo Ragine, Model Ene 8, =30-APPENDIZ A SARC AUREL Fhoto #33~-Partielly exploded view of starters Junkers Torpedo Engines Model KieS. Phote #3h-rExploded view of starter showing air driven gears and planetery reduction gear assemblye Junkers Torpedo Engine, Model KirB. 3i-DRAWING #7DISS VALVE TIMING EMS 52° 6! Port & ing: Bese 28° 46's 24° Po pacing: - 2 PortOpening: 40° 28°46! = 68°46 Overlap: 40% 24° = 16° Iinteke Opens Inteke Clores Exhaust Opene Exhaust Closes B.C. 24° AT 1.0, 40° BeT.C. E.0. 71°4' BBC. ° ToC, 55°4'A.B.C, DRAWINGSKM8A™ Schieber- Nadellagerung OMW Kon. | “oneotro Spfele und Toleranzen = sk.vn 17 720 Grey Eisinstepiel +35 + 3,0! 55 = 10, ; + 26998 © fel? e3} 2 2888 16,8 7 felets?ah SP sats” “° SPBtopiel Kuginatapie) 6,17 ~ 0,13 = 6, 6,15 - 0,2 = 5,95 ed - 5578 = 96 5,95 = 5,82 =_0,13 wrong deo"Brehschiobers 38 § 87 - 3g * 04025 gi aq t 0 Rede ldurot 3B - 0,01 nocdle Sohfabersaheibe 31,06 0 20, dh tasty sear) See ag 2 x 2,99) = 32,045 -22x6 = 32 {8589 2 SBeG8s 2 Gales = hoe BR Mlefastepiet + 0,35 = 8,15 7,740 = 7,7 73 = 0285 U7 7,5 ; DRAWING f|AFPENDIX C REPORT ON COMPARATIVE TESTS CARRIND OUT ON SINGLE CYLINDER 210 ENGINE FITTED WITH POPPET VALVES AND DVL DISC VALVES The disc valves developed by BVL for the 210 engine were tested on @ single cylinder engine. In addition to the actual behavior of the dise valve, it was par- ticularly desired to obtain a comparison between this type of valve and the JUMO 3 valve arrangement. With this in view the following teste were carried out: 4. Output data: Power consumption and air requirements at verious speeds and supercharging pressures. B. Limits of power: (Border line of knock) ©. Running data: Meximum pressures. D. Peculisrities of operation. Test Appare tus Tests were carried out on single cylinder engines. In order to obtain strictly compareble results, strese was laid on obtaining 6 similar layout in the two test engines. (See sketch No, 1.) Constructions: 1, Poppet valve engine E2i0F: Drg. 79 200 2. DVL Dise valve engine E210S: Drg. 48 042 DWL 84 435 JUMO 124-mm Bore ) 136-nm Stroke) During the course of the test the valve timing of the 210F, i.e. Exhaust opens 55° before B.D.C. closes 42° after T.D.C. Inlet opens 15° before T.D.C. closes 52° after B.D.C. was improved in order to attain high speeds. 1.67 liter swept volume Tests were run on the disc valve engine with various port openings based on infornetion obteined from D.V.l., as well as to determine the corresponding injection and ignition timings for optimum results. The comparison tests were then run with the valve and ignition timings list ed below: E210F - 3-valve (poppet type) engines Compression ratio = 6,5-1 Commencerent of fuel injection 60° after T.D.C. Ignition 40° before T.D.C.Inlet opens 35° before T.D.C. Inlet closes 50° after B.D.C. Faheust opens 70° before B.D.C. Exhaust closes 44° after T.D.C. E2108 - Dise valve engine Compression ratio 7.501 Commencenent. of injection 90° after T.D.C. Ignition 30° before T.D.C. Inlet opens 37° before T.D.C. Inlet closes 73° after B.D.C. Exhaust opens 89° before B.D.C. Exhaust closes 21° after T.D.C. Both engines were run with diametrically opposed spark plugs. 4. Power Data: Power, cumsumption and intake of air at various speeds and supercherging pressures. The tests were run at speeds between 2000 and 3300 RPM, and with supercharging pressures of 1.03 atmos., 1.17 atmos., and 1,35 atmos. absolute. The following wes determined: 1. The quantity of air used per stroke in grams/stroke (see Fig. 1. 2. The B.M.E.P. at the different supercharging pressures at various speeds (seo Fig. 2.) 3. The optimum fuel consumption in Gr./B.H.P./Hr. (see Fig. 3.) Figure 4 shows the values obteined plotted as consumption hooks. The air/fuel ratios were not shown as a basis of comparison as the en gines possess different air consumption cheracteristics. As the B.M.E.P's of the two engines are only strictly comparable when friction is taken into account, Figure 5 shows the friction HP and F.LE.P. of the two engines. These values were checked st intervals throughout the tests. In order to obtain a clear picture of the use made of the air, Fig- ure 6 shows the B.M.E.P.'s obtainable on an air intake basis. B. ty x? (Border line of knock) The presence of knock was recorded by a Cathode Ray Oscillograph. The limit of kmock being taken es 10 per minute, the amplitude being Jess than 70-mm on the reference dart in use. The border line of kmock on the poppet valve engine (Ignition tim- ing 40° before T.D.C., air temperature 30°C} lies in the neighborhood of 15.8 Kg/em* B.N.E.P. <2After for long periods at this load no signs of knock conld be detected. ‘The engine was, therefore, run at 16.65 Kg/en? BUM.E.P. for two and three-quarters hours which produced zeventeen Knocks per minute of amplitude 70-m on the reference chert. On com pletion of the run the piston showed slight traces of kmock. The figure given for the limit of kmock can, therefore, be considered as permissible (see Sketch No. 2.). e border line of knock on the disc valve engine (Ignition tine ay 30°B.T.C,, air temperature 30°C) lies in the neighborhood of 14.7 om? BLM.E.P. This engine was then run for two and thres-quarter houre at 15.5 kg/om2 B.M.E.P. and on being stripped showed slight signs of knock at the inlet-port sealing insert, If the disc valve engine is allowed to run under beavy Imock conditions, the port inserts be~ come ted hot (burning) which lesds in # short time to self-ignition. C. Running Data: Maximum pressures at various losds. A besis for the working power of the engine was to be established by determining the waxiaun preasures. These were determined by means of an Oseiliograph, the quartz transmitter being inserted into the ine let port ae shown in Sketbh 3. For mechsnical reasons the trensmitter had to be inserted into the inlet or exhwust ports. The difference in results obtained frow the two positions was not established. ‘The neximum pressures varied as is usual and for this reason 30- 40 consecutive working strokes were recorded. Figure 6 shows tho maximum pressures of the poppet valve engine EQ1OF on a B.M.E.P. basic. The compression retio being 6.5-1 air in- ‘take temperature 30°C, cooling water temperature 80°C, and oil tompera- ture 60°C. Figure 6 also shows the maxiwum pressures of the disc valve engine E 2108 on a B.M.E.P. basis. ‘The compression ratio is 7.5-1, the other conditions being tne same as for the E210F engine. D. Peculiarities of Operstion: The disc valve engine ran satisfactorily at medium power output, but difficulties were encountered with heat dissipation from the inserts when runing at high ¥.E.P's, With an M.E.P. of 15.5 maximum self-ignition took place, the engine running with slightly de= creasing power for a few mimtes efter the ignition was switched off. At the end of the test run it was found that the port inserts and sealing rings were badly burned. “3In order to determine the effectiveness of the sealing rings under load, a ten-hour run was made with a weak combustion mixture. Ignition 28° before 1.D.c. MOE.P. 12.3-12.5 Kg/em® Cooling water temperature 80°C O11 temperature 60°C Supercharging pressure 1.42 atmos} absolute Fuel consumption 224 Gr/B.H.P./Br. At the end of the run the disc valve was in good condition but car- bon wee forming on the edges of the slots; the amount of oil delivered to the valve could be reduced without detriment. tity of oi] used by the disc valve during the tect waa 1.24 Gr. Bean The sealing rings and port inserts were in good condition, At the ond of a 52-hour run it was found thet the port insert Sealing rings bed formed lips on the port insert seat as shom in sketch Figure 4. This results in jamming of the port inserte and imperfect sealing (Material of the port insert seats ¥ alloy). 2&8. Led, abeGASOLENE ENGINES THEIR OPERATION, USE, AND CARE 67 by Hyaty VERRICC 12 B 7 PAT US 1002756 (4-09-05 REYNOLPS ROBERT: A POT A 120526 (904-09 ~[y Fig. 33.—Reynolds Rotary Valve Motor. Top of Cylinder and ValveAnsicht in Richtung X Ansicht in Richtung ¥ | Z 1O0B0cruppe [5x15 DINOS Mb Jum Nal - Lp Te La Row py 7 begs Pt c me | | 96987. © OMS ig 14481 100123. 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A Pio 961 rath 96 960- se B2H08 76-70316~ XS i134gs~ youre 1I5Q0INT 42 exons bbb 00143Ansicht in Richtung X 16 04-6 n= 2180 ay Bh fh es aN ne ine 100 + /8 _techts. sme 1199802 aN fh Be (ay (Oy aK o* ne26pew.52 ‘wittings zdndmagnet ne 16 104-6 16 104-6 \2oxe2x0 16 116-7 20%62%8 | 8012019 Ansicht in Richtung Y te \ / Tm Fabrtrichtung > ra. mee x aebbs : Eb oon b360 $903,952 08 eh waitin 22 a say m225 = ae Epoaperas ee wes ES Ey Sets sat ~ | stmamewrt Qyeoe fom | f ose Radler -Scherna u. DrehsinnST rr a S4619°9 | Llb ly | | “BUNT D/A poy {eu BUN anajrlegalyy | SG, ONIMVAHauplpleuei — ho ———____»» Newenpleuel —+ Fae CoMMmCTING RODS (KUS) DRAWING G indg Hawt-und Nebenpleuel m= Mad Waste drag 12 12.39 } lectLge DnimyactDIS? VALVE TONING EMS 52° 46! Dise Opening: 40° Port spacings 52°46" . 26° 46'm 24° PortOpening: 40°4 28°46! = 68%46" Overlap: 40% 24° = 16° Inteke Opens 40°B,T.C. Tn’ Closes 55°4" ALBLC. Exheust Opene 714" BoBC. Exhaust Closes RAP ALT CS TDC. B.C. 24° A.t.c, .0. 40° B.T.C. E.0. 71°4' B.B.C. ° ToC. 55°4'A.B.C. DRawin G*SIn order to determine the effectiveness of the sealing rings under loed, # ten-hour run was made with s weak combustion mixture. Ignition 28° before 7.D.C. MOE.P. 12.3+12.5 Kg/em Cooling water temperature 80°C Oil temperature 60°C Supercharging pressure 1,42 atnos\ absolute Fuel consumption 224 Gr/B,H.P//Br. At the end of the run the disc valve was in good condition but car- bon was forming on the edges of the slots; the amount of oil delivered to the valve could be reduced without detriment. The quantity of ofl used by the disc valve during the test was 1.24 or/b.HeP. jie The sealing rings and port inserts were in good condition, At the end of a $2-hour run it was found thet the port insert sealing rings had formed lips on the port insert seat as shom in sketch Figure 4. . This results in jamming of the port inserts and imperfect sealing (Material of the port insert seats ¥ alloy). J. & 5. Lea. odeAfter running for long periods at this load no signs of knock could be detected. The engine ms, therefore, run at 16,65 Kg/em” BUM.E.P. for two and three-quarters hours which produced seventeen knocks per minute of amplitude 70-me on the reference chart, On com- pletion of the run the pigton showed slight traces of knock. The figure given for the Linkt of knock can, therefore, be considered a8 permissible (see Sketch No. 2.). border line of knock on the dise valve engine (Ignition t4m 30) ihe? B.ME.P. This engine was then run for two and thres-quarter hours at 15.5 Ke/on@ B.M.E.P. and on being stripped showed slight signs of knock at the inletport sealing insert, If the disc valve engine is allowed to run ander heavy knock conditions, the port inserts be- come ¥ed hot (burning) which leads in ¢ short time to aelf-igniiton. ©. Running Data: Maxinun prassures at various loads. A basis for the working power of the engine was to be established by determining the maximum presaures. These were determined by means of an Oseillograph, the quarts trensmitter being inserted into the ine Jet port aa show in Sketth 3. For mechenicsl reasons the trensnitter had to be inserted into the inlet or exheuat ports, The difference in results obtained fron the two positions was not established. ‘The maximum pressures varied as is usual and for thie reason 30- 40 consecutive working strokes were recorded. Figure 6 shows the maximum pressures of the poppet valve engine E210F on a B.U.E.P. basis. The comprossion ratio being 6.5-1 air ine take tempereture 30°C, cooling water temperature 60°C, and oil tempera- ture 60°C. Figure 6 also shows the maximm preasures of the disc valve engine H 2108 one B.M.E.P. basis. The compression ratio is 7.5-1, the other conditions being tne same as for the E210F engine, D. Poculiarities of Operation: The disc valve engine ran satisfactorily at medium power output, put difficulties were encountered with heat dissipation fron the port inserts when running st high M.E.P's. With an M.E.P. of 15.5 Kg/on’ aximam self-ignition took place, the engine running with alightly de- creasing power for a few minutes after the ignition was switched off. At the ond of the test ran it was fsmd that the port inserts and sealing rings were badly burned. BeInlet opens 35° before T. Inlet closes 50° after Fxhaust opens 70° before Exhaust closes 44° after E2108 - Dise valve engine Compression ratio 7.521 Commencement of injection 90° after T.D.C. Ignition 30° before T.D.C. Inlet opens 37° before T.D.C. Inlet closes 73° after B.D.C. Exhaust opens 89° before B.D.C. Exhaust closes 21° after 1.D.C. Both engines were run with diametrically opposed spark plugs. A. Power Data: Power, cumsumpticn and intake of air at various speeds and supercherging pressures. The tests were run at speeds between 2000 and 3300 RPM, and with supercharging pressures of 1,03 atmos., 1.17 atmos., and 1,35 atmos. absolute. The following was determined: 1. The quantity of air used per stroke in grams/stroke (see Fig. 1. 2. The B.W.E.P. at the different supercharging pressures at various speeds (seo Fig. 2.) _3. ‘The optimum fuel consumption in Gr./B.H.P./ir. (see Fig. 3.) Figure 4 shows the values obteined plotted as consumption hooks. The air/fuel ratios were not shown as a basis of comparison as the en- gines possess different air consumption characteristics. As the B.M.E.P'e of the two engines are only strictly compersble when friction is taken into account, Figure 5 shows tho friction HP and F.K,E.P. of tho two engines. These values were checked at intervals throughout the tests. In order to obtains clear picture of the use made of the air, Fig- ure 6 shows the B.M.E.P.'s obtainable on an air intake basis. B. Limits of Power (Border line of knock) ‘The presence of Imock was recorded by a Cathode Ray Oseillograph. The linit of knock being taken as 10 per minute, the amplitude being less then 70-mn on the reference drt in use. The border line of knock on the poppet valve engine (Ignition tim- ing 40° before T.D.C., air temperature 30°C} lies in the neighborhood of 15.8 Kg/en* B.M.E.P. 2APPENDIX ¢ REPORT ON COMPARATIVE TESTS CARRIED OUT ON SINGLE CYLINDER 210 ENGINE FITTED WITH POPPET VALVES AND DVL DISC VALVES The dise wlvec developed by BVL for the 210 engine were tested on @ single cylinder engine. In addition to the actual behavior of the disc valve, it was pare ticularly desired to obtain a comparison between this type of valve and the JUMO 3 valve arrangement. With this in view the following tests were carried outs A. Output data: Power consumption and air requirements at various speeds end supercherging pressures. B. Limite of power: (Border line of knock) G, Running data: Mexicum pressures. D, Peculiarities of operation, Test Apperatus Tests were carried out on single cylinder engines. In order to obtain strictly comparable results, stress was laid on obtaining a similar layout in the two test engines. (See sketch No. 1.) Constructions: 1, Poppet valve engine E2i0F: Drg. 79 200 2. DVL Dise valve engine E210S: Drg. 48 042 DVL 84 £35 TOMO 124mm Bore ) rem Bere eg} L:67 Liter enept volune During the course of the test the valve timing of the 210F, i.e. Exhaust opens 55° before B.D.C. closes 42° after T.D.C. Inlet opens 15° before T.D.C. closes 52° after B.D.C. was improved in order to attain high speeds. Tests were run on the disc valve engine with various port openings based on inforration obtained from D.V.L,, as well as to determine the corresponding injection and ignition timings for optimum results. The comparison tests were then run with the valve and ignition timings list- ed below: E2LOF - 3-valve (poppet type) engines Compression ratio = 6.5-1 Commencement of fuel injection 60° after T.D.C. Ignition 40° before T.D.C. oleM&A” Schieber- Nadellagerung JOMW-Kon. cpt pat VS 1002456 (all -0F -05 REYNOLPS ROBERT 4 per 2h 120526 \%OF- 0F lyMost of the few which survived were stored away in libraries or archives to be virtually forgotten; surprisingly few - seldom more than three or four of any individual title - are listed in official records as being held by major national, academic and specialist libraries worldwide. Post-war intelligence, 1945-47: After the disbanding of SHAEF - and therefore CIOS - at the end of the war in mid-1945 and the consequent restructuring of intelligence gathering in Germany, two new agencies, the British Intelligence Objectives Sub-Committee (BIOS) and its US equivalent the Field Information Agency Technical (FIAT), took over the role previously held by CIOS. From then on both BIOS and FIAT reported increasingly on areas of commercial, as opposed to military, interest with many reports given wider, although stil controlled and limited, circulation within the industrial community. Some 1,300 postwar BIOS and 1,000 FIAT reports are also listed in the 1948 HMSO publication mentioned earlier. Although important reports were issued by the post-war British BOS and US FIAT agencies, the CIOS reports are of special note in being original WW2 intelligence documents containing information from a period when hostilities were continuing. Part of the evolutionary history of MI6 and the CIA Interestingly, whilst the wartime joint Anglo/American CIOS, and the postwar British BOS and US FIAT, were shortived, their acronyms now largely forgotten, both of those agencies jive on today under more familiar names. BIOS was subsumed into MI6; FIAT merged with other US intelligence agencies in 1947 to form the CIA. ‘These documents, in addition to their historical importance in their own right, can therefore be regarded as being early forms of M/6 and CIA reports. BIOS reports now appear for sale in greater numbers than the wartime CIOS reporis although many are still difficult to find and are very collectable in their own fight. Original WW2 CIOS and BIOS Secret and Restricted Military Intelligence Reports on German Wartime Technology and Research AERODYNAMICS OF ROCKETS AND RAMIETS RESEARCH AND DEVELOPMENT. WORK AT “= LUFTPAHRTFORSCHUNGSANSTALT HERMANN GOERING,” VOLKENRODE conan nsvetLionvion oanECTVES Notes for collectors, archivists, librarians and researchers © www.BMCole.co.uk and www.WW2MilitaryDocuments.com Original WW2 military planning and intelligence documents York: 2017Germany's advanced wartime technology By the final months of the 1939-1945 second world war, it had become clear to the British and American authorities that the German wartime advances in many military flelds - including rockets, guided missiles, jet aircraft, synthetic fuels, supersonics and infra-red applications - had been enormous. German technology in these areas was so much ahead of the Western Allies that they “had no choice but to seize those weapons, find the scientists, uncover their research, and put them to work before someone else di” To be clear, “before someone else" in this context meant "before the Russians”. ‘The Combined intelligence Objectives Sub-Committee (CIOS) ‘The joint Anglo/American Combined Intelligence Objectives Sub-Committee, or CIOS, was therefore established in July 1944 to operate under SHAEF (Supreme Headquarters Allied Expeditionary Force) and uncover the secrets of Germany's advanced technologie ‘The function of CIOS was to provide teams of military and civilian scientists and engineers to act alongside 7-Force, a fast-moving non-combatant British Army Uunif, to secure and investigate newly liberated or captured factories, research establishments and other targets of military interest; in short, to gather intelligence on those target sites by whatever means possible. ‘This included the inspection and, where possible, removal of all aspects of the technology - prototypes, documents and working drawings, to interview ‘scientists and other personnel, and to issue reports on their findings. ‘These CIOS reports were issued in duplicated typewritten format for controlled circulation to appropriate groups with relevant security clearance within the allied inteligence community. ‘The reports were each about 10 x 7.5 inches, 25 x 19 cms, stapled in card covers, although they varied greatly in number of pages and number and type of illustrations depending on many factors including the subject area being ‘covered and the size or importance of the target site, ‘The Black List of Targets for investigation To priontize targets, CIOS operated a Black List consisting of some 33 general target items (i.e. categories) for immediate or urgent investigation. Examples of these Black List categories are: item 1 Radar ... Item 4 Rockets . ftem 5 Jet propulsion ... 9 Vehicles ... 22 Miscellaneous chemicals ... 24 Medical ... 25 Aircraft .. 27 instruments and equipment ... 31 Machinery and mechanical equipment Each report's front cover showed its Black List ‘TEM number and a unique FILE number. Reports classified as Secret, Restricted or Confidential extremely rare ‘Some of the early reports were classified as Secret, Restricted or Confidential with ‘each copy marked on the cover and with its own unique additional security number in the top right corner similar to the one shown on the front page of this brochure. Examples of numbered classified reports are seldom found and command a heavy price premium because of their genuine rarity. The majority of reports which appear for sale today were issued without such classification - or, in cases when initially classified, also issued de-classified. ‘The classified and numbered reports carried solely the CIOS name as publisher; the unclassified or de-classified reports were issued jointly by CIOS/HMSO with around haff of them also being made available after the war to a wider audience — see next section, Number of different CIOS reports produced ‘The CIOS file reference system shows that a total of some 1,090 reports were produced by them between August 1944, the date of their first report (FILE /-? Radar and Controlied Missiles), and mid-1845 when CIOS was disbanded. During this period, reports on a large range of German military and technological subject areas including aviation, jets, missiles, rocketry, fuel, oil, gas, weapons, armour, medicine, chemicals, coal, electrical and mechanical engineering, medic- ine, radar, shipbuilding, communications and transport were issued. ‘The 1948 HMSO publication Reports on German and Japanese Industry Published up to and Including March 31st 1948 provides details of the CIOS titles and file numbers of 590 of those 1,090 which were then (in 1948) available for purchase or ‘or inspection at 80 libraries and Chambers of Commerce across Britain. ‘No comprehensive listing is Known to exist today in the public domain of the titles of the "missing" 500 reports omitted from the 1948 publication. However, this Is hhardly surprising as many of those missing would have contained information in technological areas too sensitive for wider release. Most copies destroyed or discarded; present-day rarity of the survivors After 70 years, i's impossible to know how many copies of any individual CIOS inteligence documents were produced. The best estimates are that most of the early reports with sensitive military content had a print-run of between 50 and 350. ‘Some of those reports which were released for a wider distribution because of their commercial as opposed to military content may have been produced in somewhat greater numbers, perhaps 400 - 600. However, whatever the number produced, itis certain thet within a very few years of the end of the war in 1945 the vast majority of the printed copies of CIOS reports had either been withdrawn on security grounds or discarded as having served their original purpose.