Aces High Bulletin Board
General Forums => Aircraft and Vehicles => Topic started by: Paladin3 on December 31, 2012, 04:41:29 PM
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I am curious what model engines are modeled in both planes?
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1 × Packard Merlin V-1650-7 liquid-cooled supercharged V-12, 1,490 hp (1,111 kW) at 3,000 rpm;[86] 1,720 hp (1,282 kW) at WEP
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I'm going from memory, but I think that Eric is correct the 51D using the -7, I want to say the 51B has the -3....
But it's been ages since I looked it up so I could be wrong.
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Soulyss is correct. The B/C has the V-1650-3 Merlin 61 while the D/K has the V-1650-7 R.M 10 S.M. which is similar to the Merlin 68.
While the D does have more horse power at sea level (1490 vs 1380) the high blower critical altitude for the B/C is 3,700 feet higher than the D/K. This is different enough from the British figures to indicate that even though it is referred to as a Merlin 61 it is in fact a different engine. This is why the Packard Merlin (V-1650-3) is referred to as the 'high altitude' Merlin. The V-1650-7 has a different supercharger gear ratio in low (5.802 versus 6.391) and in high (7.349 versus 8.095) which allows better performance at lower altitudes without the risk of overboosting. Between the two aircraft the difference is only slight (see the HTC performance tables).
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With the introduction of the P-51C-5-NT onto the Dallas production line and the P-51B-15-NA in the Inglewood production line, the Packard V-1560-7 engine was adopted as standard.
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Not sure what a V-1560-7 is (fat fingered I think) but. . .
There are actually four subtypes of P-51Bs, the P-51B-1NA, -5NA which had the V-1650-3 and the P-51D-10NA, -15NA which had the V-1650-7.
Also the P-51Cs had six subtypes, the P-51C-1NT, Mustang III which had the V-1650-3 and the P-51C-5NT, -10NT, Mustang III (block 2) and F-6C which had the V-1650-7.
And actually the subtypes had variants in between that never met mass production.
Because of the performance the P-51B has in AH it most certainly has the V-1650-3.
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Not sure what a V-1560-7 is (fat fingered I think) but. . .
What else could it be? :eek:
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There are actually four subtypes of P-51Bs, the P-51B-1NA, -5NA which had the V-1650-3 and the P-51D-10NA, -15NA which had the V-1650-7.
How can a P-51D be a P-51B? Fat fingers?
P-51Bs had 2 designations, NA-102 and NA-104 as did the P-51C, NA-103 and NA-111.
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Not sure what a V-1560-7 is (fat fingered I think) but. . .
There are actually four subtypes of P-51Bs, the P-51B-1NA, -5NA which had the V-1650-3 and the P-51B-10NA, -15NA which had the V-1650-7.
Also the P-51Cs had six subtypes, the P-51C-1NT, Mustang III which had the V-1650-3 and the P-51C-5NT, -10NT, Mustang III (block 2) and F-6C which had the V-1650-7.
And actually the subtypes had variants in between that never met mass production.
Because of the performance the P-51B has in AH it most certainly has the V-1650-3.
Fixed. Production numbers for high altitude V-1650-3 "Bravo" Mustangs were 1200 versus 782 of the V-1650-7. And for the V-1650-3 "Charlie" Mustangs 800 high altitude models versus 950 of the V-1650-7 versions of which 636 were reassigned to British units as Mustang IIIs. Looks to me like HTC made the best decision and your comment was incorrect all the way around.
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P-51B/C - Razorback Merlin Powered Mustangs
Designation NAA Model Construction Numbers Serial Numbers Count
P-51B-1NA NA-102 102-24541 102-24940 43-12093 43-12492 400
P-51B-5NA NA-104 104-22816 104-23305 43-6313 43-6802 490
P-51B-5NA NA-104 104-24431 104-24540 43-6803 43-6912 110
P-51B-5NA NA-104 104-24941 104-25140 43-6913 43-7112 200
P-51B-7NA NA-104 (550) taken from P-51B-5NA 0
P-51B-10NA NA-104 104-25141 104-25230 43-7113 43-7202 90
P-51B-10NA NA-104 104-25231 104-25340 42-106429 42-106538 110
P-51B-10NA NA-104 104-25343 104-25540 42-106541 42-106738 198
P-51B-15NA NA-104 104-25541 104-25780 42-106739 42-106978 240
P-51B-15NA NA-104 104-25781 104-25930 43-24752 43-24901 150
P-51C-1NT NA-103 103-22416 103-22765 42-102979 42-103328 350
P-51C-3NT NA-103 - 0 taken from P-51C-1NT 0
P-51C-5NT NA-103 103-22766 103-22815 42-103329 42-103378 50
P-51C-5NT NA-103 103-25933 103-26332 42-103379 42-103778 400
P-51C-10NT NA-103 103-26333 103-26532 42-103779 42-103978 200
P-51C-10NT NA-103 103-26533 103-26882 43-24902 43-25251 350
P-51C-10NT NA-111 111-28886 111-28915 44-10753 44-10782 30
P-51C-11NT NA-111 111-28916 111-28950 44-10783 44-10817 35
P-51C-10NT NA-111 111-28951 111-28985 44-10818 44-10852 35
P-51C-11NT NA-111 111-28986 111-28991 44-10853 44-10858 6
P-51C-10NT NA-111 111-28992 111-29169 44-10859 44-11036 178
P-51C-11NT NA-111 111-29170 111-29255 44-11037 44-11122 86
P-51C-10NT NA-111 111-29256 111-29285 44-11123 44-11152 30
Total P-51B Mustangs 1988
Total P-51C Mustangs 1750
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Not sure what a V-1560-7 is (fat fingered I think) but. . .
There are actually four subtypes of P-51Bs, the P-51B-1NA, -5NA which had the V-1650-3 and the P-51D-10NA, -15NA which had the V-1650-7.
Also the P-51Cs had six subtypes, the P-51C-1NT, Mustang III which had the V-1650-3 and the P-51C-5NT, -10NT, Mustang III (block 2) and F-6C which had the V-1650-7.
And actually the subtypes had variants in between that never met mass production.
Because of the performance the P-51B has in AH it most certainly has the V-1650-3.
I would agree with comments about the block breaks. The first batch of -5NA's rolled out without the 85 gallon fuse tank, the -7NA was simply the -5 with 85 gallon tank installed on production line. The 1650-3 were largely retrofitted with the 1650-7 upon engine changes on all B/Cs starting after April 1944.
From a modler's stanpoint I don't think there is a tangible external feature of the -7 from the -3. The blower gears were different and the Carb was slightly different but up against the firewall and impossible to note at that scale.