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powered by the same
engine base and the number of spare parts reduced. The small size of
the MT
880 series reduces the area of the engine compartment requiring
armour protection and enables
more powerful front-drive vehicles to be
built (as is the case with the howitzer 2000).
Until now the highest horsepower rating installed in main battle
tanks has been 1100 kW. Although
1100 kW is seen as sufficient in
Germany to power a 60-tonne tank, higher ratings might be
required in
the future to power electromagnetic gun-equipped main battle tanks. In
this case,
diesels would have a serious rival in the shape of the gas
turbine. A diesel-electric powerpack would
have to be used to enable
the reciprocating engine to run constantly at its nominal power
speed
and drive a generator from which electric power would be picked up to
feed the running gear
motors and the guns. The 44-litre V12 MT 880
engine could attain a tidy 1600 kW power rating.
The development of such high-performance engines naturally costs
money, and since the series are
not all that large, these units do not
come cheap. This is where the competition comes in, as it
would like to
gain a foothold with more or less "militarized" derivatives of
commercial vehicle or
ships' engines in the battle tank field.
True, these engines are bigger in size and hence heavier than
MTU's
Special-Purpose Engines but, as they are mass-produced, they come
cheaper. In West
Germany there are two such competitors above all: KHD and MAN.
From the ship's and heavy vehicle Deutz MWM 234 engine (6 to12 cylinders developing 200 to 900
kW) KHD developed the Deutz MWM 834series. As fitted to the Brazilian Osorio battle tank the TBD
834 V 12develops 810 kW at 2300 rpm. (It can also be installed in the AMX-30,amongst others). As
opposed to the 234 series some of its componentshave been adapted to military requirements. The
same goes for the MANsix-in-line cylinder 325 kW D-2866 engine which powers the Krauss
MaffeiPuma 1 light Armoured Combat Vehicle, which is a military version of atried and tested ship's
and truck engine. The heavier Puma 2 willbe receiving the 10-cylinder MAN 550 kW D-2840L diesel
engine.
MTU is also following this path in the lower powered category: thus
with its MT 183 series it offers
6 to 12-cylinder diesels from the most
up-to-date Mercedes-Benz OM 440 commercial truck engine
series. Only
very minor modifications have been made to the original engine. For
re-engining the
M-113 MTU offers its 6 V 183 TC 22 developing 257 kW at
2100 rpm.
Marine Engines
MTU occupies very much the same leading position in naval warship diesels as in the battle tank
field. Its high-speed and hence light,
turbocharged diesels power both small patrol boats and 3500tonne
frigates, not to mention fast merchant ships and locomotives. MTU
diesels are predominant
above all in fast patrol boats (FPB) all over
the world. The smallest series, the 331/396, numbers 6
to 12-cylinder
engines with power ratings between 525 and 1920 kW at respectively 2340
and 2100
rpm. The magnetically compensated MTU 396, with a slightly
larger cubic capacity than the 331,
powers the new SM 343 and MJ 332
mine countermeasures (MCM) ships of the German Navy and
also serves as
an auxiliary power plant on larger warships.
Fitted with a turbocharger for back-pressure running, the 396 is
also used for submarine propulsion
in four classes of German export
U-boats. It is in addition earmarked for the future class 212 Uboats.
The MTU 538 series, comprising 12 to 20-cylinder, 1780-4120 kW
engines developed by Maybach, is
the traditional form of propulsion for
FPBs.
The 2520 to 7400 kW range is covered at the lower end of the range
by the atmospheric 12-cylinder
956 (2520 kW at 1500 rpm) and at the top
by the turbocharged 20-cylinder 1163 (7400 kW at
1200/1300 rpm). These
engines are used as the main power plants in frigates or FPBs, either in
a
CODAD installation (as in the Turkish Yavuz class frigates) or as
cruising engines in a CODOG
configuration (as in the German F-122 and
F-123 frigates). For better performance, lower fuel
consumption and
part-load running the most up-to-date versions are equipped with
cylinder cut-out,
charge transfer and sequential turbocharging.
Deutz MWM's commercial ships' diesels, which cover power
ratings of up to 3000 kW in 6 to 16cylinder engines, are in widespread
use as auxiliary power plants in warships. They are used for
example in
the German Navy F-122 and F-123 frigates, FPBs and the new MCM
ships
(demagnetized). However, they are being increasingly used also as main
propulsion units in,
among others, the three class 423 fleet support
ships of the German Navy (each of which is powered
by two SBV 16M 628s
developing 3200 kW at 1000 rpm) as well as in foreign patrol boats.
Wheeled Vehicle Engines
The Bundeswehr uses plain commercial engines in its soft wheeled
vehicles and thus has a wide
choice. As a general rule the vehicle
manufacturer is also the engine manufacturer: so one finds a
Mercedes
diesel in a Mercedes truck, a MAN diesel in a MAN truck, and so on.
However, there is
an exception: the Bundeswehr prefers air-cooled
engines in its cross-country vehicles amongst other
things because of
their greater invulnerability to bullets and shell splinters compared
with the
water-cooled variety. Thus the highly manoeuvrable cross-country MAN-built trucks or specialpurpose vehicles are powered
by the Deutz Diesel BF8L513C (265 kW) engine which is also used by
the
IA1 category vehicles which serve inter alia as carriers for the Patriot
and Roland.
One should not of course forget the large number of lower powered
diesels used as stationary,
mobile or vehicle and weapon system-mounted
APUs and pump engines. Among these there are of
course commercial
diesels from a large variety of manufacturers, in addition to those
already
mentioned (like Deutz-Diesel, whose plants are used for
electrical power supply in the Roland air
defence missile system), such
as the Bavarian engine manufacturer Hatz, which covers a broad
range
from 1 to 60 kW.
As the world's armed forces have to cope with shrinking
budgets, they will tend more and more to
look around for commercial
engines or their derivatives. This applies more particularly to the
lower
power ratings. Nevertheless, there will still be a need for the
"military special" such as is used in
armoured vehicles. The
aim of all developments in West Germany is to make the diesel a
higher
performance, more user-friendly and above all more environment-friendly
engine.
Diesel Engine Manufacture
in France
There are three manufacturers of diesel engines for tanks and
armoured wheeled vehicles in
France: SACM Diesel, Baudouin and Renault
Vehicules Industriels. Renault's policy in this branch of
its
activities, which accounts for 15% of its Defence Equipment
Division's turnover, stems from its
status as a truck manufacturer,
in other words it derives its range of military diesels from its
massproduced commercial engines, which is a new approach as far as tank
engines are concerned.
The only tank engine still specifically manufactured by Renault
V.I. is the HS 110, which powers the
AMX 30 family. Below 500
horsepower its range consists in the main of two power plants. The
first
one is the 602.26, a six-cylinder in-line, six-litre engine which
is due to equip the VAB NG, a 180 kW
engine that has passed the NATO 400-hour test. It has also been certified by NATO for kerosene
propulsion - a new requirement looming up in 1994-95 since by then NATO
will be supplied by a
pipeline conveying only kerosene. The 602.26 is
due to be boosted to 220 kW. Then there is the
620.45, a six-cylinder,
9.84-litre engine which up till now has powered the VAB, and which one
also
finds on the VTL G290 and the TRM 10000. Apart from the VAB
version this engine is essentially a
commercial truck engine, but it is
intended to militarize it by uprating it to 365 kW.
Beyond the above we come to the E9, originally a Mack design, a
16.4-litre direct injection
supercharged diesel engine. This 365 kW
engine is produced in thousands by Mack with a 500horsepower rating for
commercial-type vehicles. A militarized E9 version has been developed
by
Renault with a 515 kW rating for powering the TRM 700-100 tank
transporter and also with a 550
kW rating as a tank powerpack. The 550
kW version is embarking on its 400-hour NATO test at the
GIAT ETAS
(Etablissement Technique d'Angers).
In addition, Renault is jointly developing a 735 kW E9 with Mack
which should complete its 400hour NATO certification tests by mid-1991.
Taking advantage of current heavy investments, Renault covers the
entire power range up to 735
kW rating with relatively easily produced
engines whose procurement and running costs are lower
than those of
purpose-built engines.
The engines in the 735 kW range and above are of a technological
design far removed from that of
truck engines - apart from those
equipped with a hyperbar system (as a matter of fact the E9 made
a
successful demonstration at a power rating of 1100 kW fitted with a
hyperbar system in 1985) and Renault would prefer to see what can be
achieved in this range in cooperation with heavy
engine specialists like
MTU or Perkins.
In 1989 Renault delivered 320 tank engines and clearly intends to
make this side of its activities a
specific branch of development.
Backed by its experience with the sale of close on 30000 diesel
engines marketed over the last 40
years under the names of Poyaud, MGO and AGO, the SACM Diesel group (Societe Alsacienne de
Constructions
Mecaniques) designs, manufactures and markets, under the make Uni
Diesel, a
complete range of gaz (LPG) and diesel engines all belonging
to the high-speed diesel category
(1000 to 2500 rpm) and with power
ratings extending from 200 to 10000 HP for cylinder bores of
135 to 240
mm. SACM Diesel produces power plants both for armoured vehicles and
seagoing and
railway applications.
Its ground vehicle engines are represented by the new X range and a
few engines of the old UD 18
range, the latter being still turned out in
essence for re-engining. The X range comprises: two
engines under
development with power ratings of 365 and 475 kW, namely the
conventional
supercharged UD V6X T5 and the twin supercharger UD V6X T6;
a V12, the 1300 HP UD V12X
developed for the AMX 40. In the planning
stage are the 625 kW UD V8X T6, which may be installed
on the export
version of the AMX 30 C2, and the 550 kW UD V8X T55 and 535 kW UD V8X
T5, both
under consideration for the reengining of the French
Army's AMX 30 B2, a project on which SACM
is competing with Renault
and Baudouin. The V8 range of engines is also due to re-engine
the
Soviet T tanks.
SACM Diesel has been selected as the engine supplier for the AMX
Leclerc, the French Army's
future battle tank. The engine that has
been developed for the latter is an 16.47-litre V8 engine
(with a 142 mm
cylinder bore and a 130 mm stroke) developing 1100 kW at 2500 rpm.
Called the
UD V8X 1500 T9, this highly supercharged engine works on the
Suralmo hyperbar principle.
This 1100 kW engine is no larger than that of the AMX 30, which
develops 513 kW horsepower, thus
enabling the size of the chassis and
the weight of the hull to be reduced, thus allowing for an
increase in
armour protection. With a weight of two tonnes, its volume is two cubic
metres. The
engine can run at an outside temperature of -30[degrees] to
+ 150[degrees]C. and enables a 50tonne tank to accelerate from 0 to 30
km/h in less than five seconds.
Production of the US V8X T9 is due to start at the end of 1991. It
has been put through performance
trials in the USA, at the request of
TACOM, at the same time as a MTU engine and a Rolls-Royce
engine. The
Americans are said to be on the lookout for diesel engines that could be
installed in the
M1 Abrams, which is at present powered by a gas
turbine.
Since the first of January 1989 the ALSPI group (Alsacienne de
Participation Industrielle), which
owned SACM, has surrendered 42% of
its shareholding to the Finnish Wartsila financial group, a
specialist
in marine diesels.
Baudouin, a subsidiary of Maneurop (of the Paribas group) has for
over 70 years been producing
seagoing diesel engines of 53 to 1030 kW
(for fishing boats, pleasure boats and harbour launches,
etc.) as well
as industrial and military diesels. In 1989 its defence branch
accounted for 15% of the
firm's turnover, of which marine engines
made up 70%. All the engines offered by Baudouin for
military purposes
are derived from series-produced marine engines. From a standard F
range sixcylinder engine Baudouin has developed military power plants
ranging from 125 kW to 300 kW.
Thus the 6 F11 SRX, a two-stroke charge-cooled V6 engine of 6.4
litres cubic capacity and
developing 220 kW at 3000 rpm has been chosen
to re-engine the French Army's AMX 10 RC as
from the sixth phase of
the programme (previous types having been powered by the Renault
HS
115). The Baudouin engine is also due to equip or re-engine all
versions of the AMX 10. This
represented a 450-engine order for the
French Army (370 vehicles plus spares), while another 50
were installed
in the AMX 10 P and tracked PAC 90s delivered to Indonesia.
The engine is distinguished by its low fuel consumption, the low
smoke content of its exhaust gases,
its improved power and its lower
purchase price compared with the HS 115.
A version developing 205 kW at 3200 rpm, as well as a Detroit
Diesel engine, have been proposed to
power the AMX 13s retrofitted by
Creusot-Loire Industrie as a replacement for the original Sofam
petrol
engine.
Creusot-Loire Industrie has chosen a Baudouin engine for its new
tank. This is the 6 F12 SRY,
derived in a straight line from the AMX 13
engine and uprated to 295 kW. Its use with a Renk
automatic
transmission is being considered. The engine could also meet the export
AMX 10s' reengining needs.
The French Gendarmerie's VXBs have all been re-engined by
Baudouin. Baudouin has also provided
36 auxiliary power units for the
Thomson-CSF Crotale launch vehicle.
Still in the F range, the 615 kW V12 15-litre 12 F120 SR, derived
from a pleasure boat engine, has
been selected to power the future Engin
de Franchissement de l'Avant (EFA-combat bridging
system) due to be
put in service in Engineer units. It has been certified by the ETAS
(500-hour
trials) with a power rating of 495 kW and 513 kW, and further
certification at 535 kW has been
applied for.
Concurrently with this adaptation of the F range to ground
vehicles, Baudouin has also supplied 314
power plants and 198 generators
for the French Navy's harbour launches and landing barges.
Diesel Engine Manufacture
in the United States
Several recent efforts in the area of US military diesels include
development work on the Army's
Advanced Integrated Propulsion
System (AIPS) retrofit programmes to upgrade the performance of
existing
combat systems, and a possible joint venture initiative directed toward
overseas
markets.
In the programme conducted by the US Army Tank Automotive Command
(TACOM), the diesel
prototype propulsion system being developed for a
full-scale demonstration in FY 90 is the XAP
1000 using the Cummins
Engine Company XAV28 as the core. Cummins reportedly will
demonstrate
770 kW sprocket horsepower from their system during the mid-1990
demonstration.
The company demonstrated 550 kW horsepower from their
system during the summer of 1989.
Cummins currently provides the 370 kW and 440 kW horsepower
VTA-903T V-8 diesel engine used
in the M2/M3 Bradley Fighting Vehicles
as well as in the Multiple Launch Rocket System.
Contractor representatives decline to discuss current AIPS
programme status, citing the sensitivity
of the TACOM contract.
However, considerable information can be found in the
programme
description disseminated by the US Army's Armor Center at Ft. Knox,
Kentucky.
According to that description, AIPS is a US government
programme "to develop advanced
propulsion system technology for the
next generation of heavy combat vehicles. The engine,
transmission, and
other components for AIPS are being designed as an integrated system.
This
approach ensures maximum system performance and efficiency and more
efficient packaging."
The two AIPS prototypes are scheduled to complete testing during
next summer, after which "one of
the two concepts will be selected
for further development."
Another US company with a strong track record in military diesels
is Michigan-based Teledyne
Continental Motors. Its AVDS-1790 is
utilized in 60 percent of the main battle tanks fielded in the
free
world. TCM continues its strong product line featuring both new and
remanufactured 1790
series diesel engines. Its new "Red Seal"
range includes 550, 660, 770 and 880 kW units with new
components that
include a solid pin crankshaft, hardened cylinder bores and improved
exhaust
manifolds. TCM's confidence in the reliability and
performance of these engines is evident in the
1000-hour or four-year
warranty provided.
Teledyne Continental Motors has also developed a "Gold
Medallion" kit for older AVDS-1790 "RISE"
engines. This
kit features the same improved components found in the new engines but
is designed
for installation during the regular overhaul process.
Retrofitting
Since TCM did not receive a new diesel development contract under
the AIPS programme, company
representatives characterize their present
emphasis as "retrofit and service to foreign markets".
One domestic retrofit opportunity that holds significant business
potential would be a major retrofit
programme for US M60 MBTs. At the
present time, a large number of these systems are fielded
with US Army
Reserve Component (Army Reserve and National Guard) elements. Although
these
Reserve Component forces expect eventually to replace their M60
MBTs with new M1 series tanks,
continuing cuts in the M1 production line
keep postponing that expected replacement date further
into the future.
At some point those M60 units will be forced to select an upgrade
programme to
maintain combat viability. Continuing cuts in the M1 MBT line could force such a decision in the
mid-1990s.
Another US upgrade programme that might provide new diesel
opportunities is the M88A1E1
(M88A2) Tank Recovery Vehicle. The winning
M88A1E1 prototype featured the 770 kW TCM AVDS
1790-8DR diesel (versus
the 552 kW TCM AVDS 1790-2DR diesel found in the standard
M88A1).
Although the Army decided to continue with full-scale engineering
development of the
M88A1E1 in December 1988, they did not proceed with
system procurement. However, there are
indications of recent movement
in some circles to proceed with that programme.
One foreign market opportunity being explored by TCM is a new 1100
kW joint venture programme
known as the AVDS 1790-15A; the engine is
currently being offered to several overseas markets.
After laboratory
testing at 1065 kW TCM has determined that the AVDS-1790 can reliably
produce
1100 kW horsepower in its present form. Under this programme
TCM would provide a
manufacturing license for the new engine together
with a technical assistance agreement covering
both engine development
and manufacturing. Although the new engines would not carry the
same
1000-hour warranty, TCM representatives point out that the AVDS 1790-15A
is based on a
very mature engine design and they logically expect the
same level of performance.
Diesel Engine Manufacture in
the United Kingdom
Genuinely indigenous United Kingdom military automotive diesel
engine manufacturing capability is
centred on Perkins Engines which has
a product line embracing both logistic and armoured
vehicles. However,
increased emphasis on competitive procurement in the domestic market,
and
the current interest in the turbine-powered M1 for the
Britain's current MBT requirement have led
to increased competition
for defence-related business.
The Perkins Eagle MX series acquired with its mid-1980s purchase of
the Rolls-Royce Diesels
business provides power in the 146 to 292 kW
range for the British Army's DROPS Medium Mobility
(Leyland DAF)
and Improved Medium Mobility (Foden) load carriers, Foden heavy recovery
trucks
and Tank Transporters (Leyland DAF/Scammell), and is assured a
role in its future wheeled bridge
launcher programme. The Eagle product
provided Perkins with an ideal complement to its own
6.3544 106 to 185
kW, 4.236 and 8.640/540 engines, which power amongst other military
vehicles,
the Alvis Stormer (T6.3544 - 146 kW), Engesa Ogum (T4.236) GKN Simba (TV8.540 - 158 kW) and
the ACMAT truck range (T6.3544).
At the top of the power spectrum Perkins' Condor V8 rated at
395 kW powers the Warrior
mechanised combat vehicle. With a growth
potential up to 735 kW the V8 seems assured of a
continued role in
programmes calling for premium performance from a proven high-density
power
pack and the reliability that reflects its well-proven Eagle
origins. Much the same can be said of the
Condor V-12 which is
installed in the Challenger MBT in a 880 kW form but has been
demonstrated
at 1100 kW and is said to have the potential for
development up to 1470 kW. This proven technology
positions Perkins
well to adopt a "power pack approach", matching engines and
transmission
systems to meet new-build and retrofit requirements for
cleaner high-output engines with a smaller
installed volume. Its
engineers are examining the application of Variable Geometry and
Positive
Displacement turbocharging to such needs and, in conjunction
with the development of electronic
engine management techniques, how to
control such systems in real time in response to changes in
operational
load and environment.
Likewise, the revolutionary Quadram piston design adopted for the
company's Phaser engine sets
new standards in fuel efficiency and
improved performance which are said to be particularly
applicable to
emerging mid-range requirements including the upcoming United Kingdom
Future
Family of Light Armoured Vehicles.
Cummins' most significant British coup to date has been the
selection of its MILPAC 600/660 Power
Pack - based on the VTA903T V8
engine - for the VSEL AS90 SP 155 mm howitzer. The 903 Series
is
already familiar to military users as the power plant for such vehicles
as the MLRS launch vehicle
and the Bradley series of infantry combat
vehicles, and Cummins is also trying to break into the repower market
with a version of its mid-range 8.3 litre C Series (normally rated
between 110 and
184 kW) for M113 re-power programmes. In 1989 Cummins
increased its influence in the West
European military truck market -
albeit at arm's length - when the Leyland-DAF 4 X 4 for which
it
builds the Leyland-badged engine was selected by the MoD as its
"next-generation" four-tonne
load carrier.
Marine Engines
British naval programmes continue to offer reasonable prospects for
propulsion and power
generation specialists and to create an ongoing
demand for state-of-the-art diesels. The CODLAG
configuration of the
Type 23 frigates, the four-boat programme for the Upholder class
of
conventionally powered submarines, and the British and Saudi Arabian
requirements for the
Sandown-class SRMH not only underline the dominant
position of the Paxman Valenta series in the
market but also its
versatility in the 540 to 3670 kW power range. This owes much to a
design
emphasis on achieving a high power-to-weight ratio, which has
been carried downstream in the
closely-related Vega range which Paxman
(a GEC subsidiary) believes to be more suited to roles
closer inshore.
Perkins too has achieved considerable success in naval markets with
navalized versions of its
Condor range, its widely-used Range 4M family,
and more recently has offered a navalized version
of its Prima
turbo-charged engine producing 57 kW at 4500 rpm to provide
near-gasoline
performance for powering planing, semi-planing and full
displacement hulls.
Increased interest in high-performance diesel outboard engines has
led to several promising new
designs. AQAP-approved EP Barrus,
designers of the Mariner range of outboards, has a new range
of diesels,
whilst Coventry Climax has recently introduced its Climax 25 18 kW unit
which is said to
offer the advantages of 60% fuel savings and a longer
service life than an equivalent kW twostroke.
Diesel Engine Manufacture
in Scandinavia
Sweden's automobile industry, although somewhat restricted in
the scope of its military activities,
has a reputation for the
production of truck diesels that commands universal respect. The
country's
Combat Vehicle '90 programme is unquestionably one
of the most interesting of current military
vehicle programmes. The
selection of a version of the Scania DS14 engine as its power
plant
reflects its designer's conviction; namely that state-of-the-art
commercial engine design now
makes it possible to employ a
high-torque/low specific fuel consumption truck engine derivative
to
power armoured vehicles required to operate in arduous environments.
The AFV adaptation of
the 14-litre charge-cooled DS14 - which is more
usually installed in premium trucks rated at around
295 to 345 kW -
features dry sump lubrication and a lowered profile for the charge-air
cooling
subsystem. Navalized versions of the DS14 are in service with
the Swedish Navy to power one of its
201 personnel landing craft and,
more significantly, its six Landsort-class coastal minesweepers.
Sweden's other internationally renowned truck-builder Volvo
tends to focus its efforts in the military
automotive market on the sale
of complete trucks. Thus its newly-developed 355 kW TD162FL
diesel
which delivers 2160Nm torque at only 1100 rpm is likely to attract the
attention of military
logistic fleet operators. The engine has already
been used to power a range of heavy duty tractive
units based on the
company's F16 6 X 4 chassis, and is likely to be proposed for
DROPS/PLS-type
systems in which a high degree of mobility is sought for
heavy combat stores pay-loads.
Sweden's Hedemora has achieved a close identity with
Kockums-built submarines and has supplied
engines for surface vessels
operating in some support roles. However, the Volvo Penta range
is
probably the most widely used of the Scandinavian marine diesels, with a
product line that spans
the 13 to 405 kW range. Although the Volvo
Penta range is often thought of in terms of applications
in the workboat band of the power spectrum, its new TAMD162 6-cylinder 16-litre can be
used
typically (in multiple configurations) to power Ro-Ro vessels via
1000 kW electric motors.
Finland's domestic truck-builder Sisu acquires the engines for
its military product line from several
sources including Cummins, Deutz
and the indigenous product from Valmet. The country's
principal
marine diesel manufacturer Wartsila is a major supplier in the merchant
vessel sector of
the market and provides the engines for vessels
employed in a broad spectrum of support roles.