Bmw P-8010/Р- 8013 Aircraft Engine

D's any one have info on this bmw ww2 aircraft engine.

The project is one of the 18-cylinder air-cooled engines made in a double star being developed by BMW. 1. The cylinder head. 2. The propeller. 3. The outer skin. 4. The inner lining. 5. The regulator inlet. 6. The air filter inlet to create a fuel-air mixture. 7. The two-stage four-speed blower. 8. The final charge air cooler. 9. An exhaust manifold. 10. The exhaust gas ejection port. 11. The heater filter. 12. The inlet valve. 13. The exhaust valve.projects P-8010 / P-8013 had the fairing with adjustable air inlets and placed before the cylinder 2-stage blowers. The total length of the motor gondolas these engines is about 3.3 meters, diameter of 1.45 meters.
The draft of a 18-cylinder engines air cooling performed by double star circuit develops by BMW.

1. The cylinder head.
2. The propeller.
3. The outer casing.
4. Inner lining.
5. The regulator inlet.
6. The filter for cleaning the air inlet to create a fuel-air mixture.
7. A 2-stage four-speed blower.
8. The final charge air cooler.
9. The exhaust manifold.
10. The exhaust gas ejection hole.
11. Heater filter.
12. The inlet valve.
13. The discharge valve.

I will check my sources by weeks end. Meanwhile, I `m not sure if this designations relate to 18 cylinder engines ( BMW 802 ). I recall something like developments on the BMW 801, i.e., 14 cylinders.

From BMW Aero Engines by Jakobs, Kroschel, and Piere... "33 projects codenamed P 8000 to P 8032 are documented for the period up to April 1942 alone. All of them were either based on the BMW 801 (13 projects) or on the 802 (20 projects). For the most part, the main focus of the documented projects was on internal and external engine aerodynamics, looking for example at charge-air and cooling air feed, or at a double spinner with or without an inlet cone."

There is a picture in the book that appears to be the same engine/cowling as shown in your image (however, it could be different). The books says it is "Testing of a double spinner with inlet cone, for BMW 804."

I think the engine in the cowling is an BMW 801 as I do not believe the BMW 804 was ever built. The BMW 804 was a fuel injected 14-cylinder (two rows of seven cylinders) engine of 45.5 L rated at 2,000 hp (1,471 kW).

The same book lists the drawing as P 8008 (and P 8008 is visible on the drawing). The books says "Project P 8008: BMW 802 engine with a two-stage super- and turbocharging (stage 1: radial supercharger; stage 2: three turbochargers for seamless boost, one for each of the three sets of six cylinders), June 1941."

The BMW 802 was an 18-cylinder (two rows of nine) engine. It had a 156 mm (6.14 in) bore and a 174 mm (6.85 in) stroke. Total displacement was 59.86 L (3,653 cu in). The engine was built and produced 2,500 hp (1.838 kW).

That`s one of my sources ! Thanks. I will cross it over other materials back home, when I get there. Stay tuned !

WJPearce said:

The BMW 802 was an 18-cylinder (two rows of nine) engine. It had a 156 mm (6.14 in) bore and a 174 mm (6.85 in) stroke. Total displacement was 59.86 L (3,653 cu in). The engine was built and produced 2,500 hp (1.838 kW).

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A shame that 'better won out over good'. The Do 217 and the Ju88S really cried out for more power, and a single stage supercharged version of this engine in 1943 would have really improved those two airplanes.

Interesting however, since all the other sources i have read indicate that the BMW 802 had the same 155.5 x 155.5 mm bore and stroke as the BMW 801.

WJPearce said:

The BMW 804 was a fuel injected 14-cylinder (two rows of seven cylinders) engine of 45.5 L rated at 2,000 hp (1,471 kW).

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Any information on the cyliner size used by the BMW 804??
The listed 45.5L out of 14 cylinders implies a big cylinder than the BMW 801.

According to Gersdorf, Shubert and Ebert's Flugmoteren und Straltreibwerke pp68 of the 2007 edition the BMW 804 had a bore and stroke of 160mm.

The BMW book I referenced earlier did not give a bore or stroke for the BMW 804. A 160 mm bore and stroke would give a displacement of 45.04 L for 14 cylinders, which is fairly close to the 45.5 L listed in the BMW book.

However, if we stick with the 156 mm bore (as used on the 801, 802, and 803), we get 45.49 L total displacement with a 170 mm stroke. That combination fits rather well with the known engines and the reported 174 mm stroke of the 802.

According Gersdorff, 45,5L total displacement.

Quote [The BMW book I referenced earlier did not give a bore or stroke for the BMW 804. A 160 mm bore and stroke would give a displacement of 45.04 L for 14 cylinders, which is fairly close to the 45.5 L listed in the BMW book.

However, if we stick with the 156 mm bore (as used on the 801, 802, and 803), we get 45.49 L total displacement with a 170 mm stroke. That combination fits rather well with the known engines and the reported 174 mm stroke of the 802.]

Also, 160 mm was close to the practical limit for a liquid cooled engine and probably beyond it for an air cooled engine. When P&W bored and stroked the R-1690 to 158.9 x 171.4 mm to make the R-1860, they came to the conclusion that this was pushing things too far and soon abandoned this line of development.

rinkol said:

Also, 160 mm was close to the practical limit for a liquid cooled engine and probably beyond it for an air cooled engine. When P&W bored and stroked the R-1690 to 158.9 x 171.4 mm to make the R-1860, they came to the conclusion that this was pushing things too far and soon abandoned this line of development.

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I am not too sure what, if anything the sad story of the P&W Hornet B aka R-1860 tells us. It's time of production was the early to mid 1930s, when the science and art of cylinder head finning for heat disipation was not nearly as well developed as it was later. Fuel science also was still very much under development, and maybe the R-1860 just needed higher octane fuel. The limit for high power air cooled cylinders may not have been 155 to 156 mm bore.