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Rolls-Royce Griffon

May 08, 2024

The Rolls-Royce Griffon is a British 37-litre (2,240 cu in) capacity, 60-degree V-12, liquid-cooled aero engine designed and built by Rolls-Royce Limited. In keeping with company convention, the Griffon was named after a bird of prey, in this case the griffon vulture.

Griffon
Preserved Rolls-Royce Griffon with cutaway sections.
Type Liquid-cooled V-12 four-stroke piston aero engine
Manufacturer Rolls-Royce
First run November 1939
Major applications Avro Shackleton
Fairey Firefly
Supermarine Spitfire
Number built 8,108

Design work on the Griffon started in 1938 at the request of the Fleet Air Arm, for use in new aircraft designs such as the Fairey Firefly. In 1939 it was also decided that the engine could be adapted for use in the Spitfire. Development was stopped temporarily to concentrate efforts on the smaller Merlin and the 24-cylinder Vulture; the engine did not go into production until the early 1940s.

The Griffon was the last in the line of V-12 aero engines to be produced by Rolls-Royce with production ceasing in 1955. Griffon engines remain in Royal Air Force service today with the Battle of Britain Memorial Flight.

Design and development edit

Origins edit

 
The first Griffon-powered Spitfire IV, DP845

According to Arthur Rubbra's memoirs, a de-rated version of the "R" engine, known by the name Griffon at that time, was tested in 1933. This engine, R11,[1] which was never flown, was used for "Moderately Supercharged Buzzard development" (which was not proceeded with until much later), and bore no direct relationship to the volume-produced Griffon of the 1940s.

In 1938, the Fleet Air Arm approached Rolls-Royce and asked whether a larger version of the Merlin could be designed. The requirements were that the new engine have good power at low altitude and that it be reliable and easy to service.[2] Work began on the design of the engine soon afterwards.[nb 1] The design process was relatively smooth compared with that of the Merlin, and the first of three prototype Griffon Is first ran in the Experimental Department on 30 November 1939.[3][4]

Although the Griffon was designed for naval aircraft, on 8 November 1939 N E Rowe of the Air Ministry suggested fitting the Griffon in a Spitfire. Three weeks later, permission was given to Supermarine to explore the possibilities of adapting the Griffon to the Spitfire; in response, Supermarine issued 'Specification 466' on 4 December. This decision led to a change in the disposition of the engine accessories to reduce the frontal area of the engine as much as possible.[4] As a result, the frontal area of the bare Griffon engine was 7.9 square feet (0.73 m2) compared with 7.5 square feet (0.70 m2) of the Merlin, despite the Griffon's much larger capacity.[5] This redesigned engine first ran on 26 June 1940 and went into production as the Griffon II.

In early 1940, with the expected Battle of Britain looming, on the orders of Lord Beaverbrook, Minister of Aircraft Production, work on the new engine had been halted temporarily to concentrate on the smaller 27 L (1,650 cu in) Merlin which had already surpassed the output achieved with the early Griffon.

Design edit

 
A Griffon installed on WH632, an airworthy Fairey Firefly at the Canadian Warplane Heritage Museum (2014)

Compared with earlier Rolls-Royce designs, the Griffon engine featured several improvements, which meant that it was physically only slightly larger than the Merlin, in spite of its 36% larger capacity of 37-litres (2,240 cu in).[2]

One significant difference was the incorporation of the camshaft and magneto drives into the propeller reduction gears at the front of the engine, rather than using a separate system of gears driven from the back end of the crankshaft; this allowed the overall length of the engine to be reduced as well as making the drive train more reliable and efficient.[6][nb 2] The drive for the supercharger was also taken off the front of the engine, which had required a long shaft to run to its location at the back of the engine.[7]

The Merlin engine's crankshaft lubrication was via a gallery cut into the engine block to feed each main bearing and then onto a secondary adjacent big end bearing via a gallery in the crankshaft itself. The crankpin was second in line to the main bearing in oil flow and pressure, with oil having to flow through the main bearing first. The Griffon improved on this arrangement being the first Rolls-Royce production aero engine to use a hollow crankshaft as the means of lubricating the main and big end bearings, with oil being fed from each end of the crankshaft giving even flow to all bearings.[6][8]

In another change from convention, one high efficiency B.T.H-manufactured dual magneto was mounted on top of the propeller reduction casing;[9] earlier Rolls-Royce designs using twin magnetos mounted at the rear of the engine.[10]

The Griffon 61 series introduced a two-stage supercharger and other design changes: the pressure oil pumps were now housed internally within the sump and an effort was made to remove as many external pipes as possible.[11] In addition, the drive for the supercharger was moved to the crankshaft at the back of the engine, via a short torsion shaft, rather than at the front of the engine, using a long drive shaft as used by earlier Griffon variants.[7]

Production of the aero version of the Griffon ended in December 1955, while a marine version, the Sea Griffon, continued to be produced for the RAF's High Speed Launches.[12]

Basic component overview (Griffon 65) edit

From Jane's and Flight.[13][14]

 
Griffon, cut away to show camshaft drives etc., at the Battle of Britain Museum at RAF Coningsby
Cylinders
Twelve cylinders consisting of high-carbon steel, floating wet liners[15] set in two, two-piece cylinder blocks of cast aluminium alloy having separate heads and skirts. Cylinder liners chromium plated in the bores for 2+1⁄2 inches from the head.[15] Cylinder blocks mounted with an included 60-degree angle onto inclined upper faces of a two-piece crankcase. Cylinder heads fitted with cast-iron inlet valve guides, phosphor bronze exhaust valve guides, and renewable "Silchrome" steel-alloy valve seats. Two diametrically opposed spark plugs protrude into each combustion chamber.
Pistons
Machined from "R.R.59" alloy forgings. Fully floating gudgeon pins of hardened nickel-chrome steel. Two compression and one drilled oil-control ring above the gudgeon pin, and another drilled oil-control ring below.
Connecting rods
H-section machined nickel-steel forgings, each pair consisting of a plain and a forked rod. The forked rod carries a nickel-steel bearing block which accommodates steel-backed lead-bronze-alloy bearing shells. The "small-end" of each rod houses a floating phosphor bronze bush.
Crankshaft
One-piece, machined from a nitrogen-hardened nickel-chrome molybdenum steel forging. Statically and dynamically balanced. Seven main bearings and six throws. Internal oilway, with feed from both ends, used to distribute lubricants to main and big end bearings.[6] "Floating" front end bearing consisting of an internally toothed annulus bolted to crankshaft, meshing with and incorporating a semi-floating ring, internally splined to a short coupling shaft. Coupling shaft splined at front end to driving wheel of propeller reduction gear.[6] Clockwise rotation when viewed from rear.
Crankcase
Two aluminium-alloy castings joined together on the horizontal centreline. The upper portion bears the wheelcase, cylinder blocks and part of the housing for the airscrew reduction gear; and carries the crankshaft main bearings (split mild-steel shells lined with lead–bronze alloy). The lower half forms an oil sump and carries the main pressure oil pump, supercharger change-speed operating pump and two scavenge pumps. It also houses the main coolant pump which is driven through the same gear-train as the oil pumps.
Wheelcase
Aluminium-alloy casting fitted to rear of crankcase. Carries the supercharger; and houses drives to the supercharger, auxiliary gearbox coupling, engine speed indicator, airscrew constant-speed unit, intercooler pump and fuel pump, as well as the oil and coolant pumps in the lower half crankcase.
Valve gear
Two inlet and two exhaust poppet valves of "K.E.965" austenitic nickel-chrome steel per cylinder. Exhaust valves have sodium-cooled stems. "Brightray" (nickel-chromium) protective coating to the whole of the combustion face and seat of the exhaust valves, and to the seat only of the inlet valves. Each valve is held closed by a pair of concentric coil springs. A single, seven-bearing camshaft, located centrally on the top of each cylinder head operates 24 individual steel rockers; 12 pivoting from a rocker shaft on the inner, intake side of the block to actuate the exhaust valves, the others pivoting from a shaft on the exhaust side of the block to actuate the inlet valves.

Engine capacity, mass flow, and supercharging edit

Although it is common practice to compare different piston engines and their performance potential by referring to the engine displacement or swept volume, this does not give an accurate reading of an engine's capabilities. According to A C Lovesey, who was in charge of the Merlin's development,[nb 3] "The impression still prevails that the static capacity known as the swept volume is the basis of comparison of the possible power output for different types of engine, but this is not the case because the output of the engine depends solely on the mass of air it can be made to consume efficiently, and in this respect the supercharger plays the most important role."[16]

Unlike the Merlin, the Griffon was designed from the outset to use a single-stage supercharger driven by a two-speed, hydraulically operated gearbox; the initial production versions, the Griffon II, III, IV, and VI series, were designed to give their maximum power at low altitudes and were mainly used by the Fleet Air Arm. The Griffon 60, 70, and 80 series featured two-stage supercharging and achieved their maximum power at low to medium altitudes. The Griffon 101, 121, and 130 series engines, collectively designated Griffon 3 SML,[17] used a two-stage, three-speed supercharger, adding a set of "Low Supercharger (L.S)" gears to the already existing Medium and Full Supercharger (M.S and F.S) gears.[17] Another modification was to increase the diameters of both impellers, thus increasing the rated altitudes at which maximum power could be generated in each gear.[18] While the 101 continued to drive a five-blade propeller, the 121 and 130 series were designed to drive contra-rotating propellers.[17] In 1946 a Griffon 101 was fitted to the Supermarine Spiteful XVI, RB518 (a re-engined production Mk.XIV); this aircraft achieved a maximum speed of 494 mph (795 km/h) with full military equipment.[19]

Pilot transition edit

Pilots who converted from the Merlin to the Griffon-engined Spitfires soon discovered that, because the Griffon engine's propeller rotated in the opposite direction to that of the Merlin, the fighter swung to the right on takeoff rather than to the left.[20][nb 4] This tendency was even more marked with the more powerful 60- and 80-series Griffon engines, with their five-bladed propellers. As a result, pilots had to learn to apply left (port) trim on takeoff, instead of the right (starboard) trim they were used to applying.[21] On takeoff, the throttle had to be opened slowly, as the pronounced swing to the right could lead to "crabbing" and severe tyre wear.[22]

Some test Spitfire XIVs, 21s, and 24s were fitted with contra-rotating propellers, which eliminated the torque effect. Early problems with the complex gearbox that was required for contra-rotating propellers prevented them from ever becoming operational in Spitfires, but they were used on later aircraft, including the Seafire FR. Mk 46 and F and FR.47, which were fitted with Griffon 87s driving contra-rotating propellers as standard equipment.[23] The Griffon 57 and 57A series, installed in Universal Power Plant (UPP) installations and driving contra-rotating propellers, was used in the Avro Shackleton maritime patrol aircraft.[24]

Variants edit

The Griffon was produced in approximately 50 different variants, the Griffon 130 being the last in the series. Details of representative variants are listed below:

  • Griffon IIB
1,730 hp (1,290 kW) at 750 ft (230 m) and 1,490 hp (1,110 kW) at 14,000 ft (4,270 m); Single-stage two-speed supercharger; impeller diameter 10 in (25.4 cm); gear ratios 7.85:1, 10.68:1.[20] Used on Firefly Mk.I and Spitfire XII.
  • Griffon VI
Increased maximum boost pressure, 1,850 hp (1,380 kW) at 2,000 ft (610 m); impeller diameter 9.75 in (24.7 cm).[20] Used on Seafire Mk.XV and Mk. XVII, Spitfire XII.
 
A Rolls-Royce Griffon 58 displayed at the Shuttleworth Collection (2008)
  • Griffon 57 and 57A
1,960 hp (1,460 kW); 2,345 hp (1,749 kW) with water-methanol injection on take-off: used on Avro Shackleton.[24]
  • Griffon 61
Introduced a two-speed two-stage supercharger with aftercooler similar to that on Merlin 61; 2,035 hp (1,520 kW) at 7,000 ft (2,100 m) and 1,820 hp (1,360 kW) at 21,000 ft (6,400 m); used on Spitfire F.Mk.XIV, Mk.21.
  • Griffon 65
Similar to Griffon 61 with different propeller reduction gear; Impeller diameters 1st stage: 13.4 in (34 cm), 2nd stage: 11.3 in (29 cm);[25] used on Spitfire F.Mk.XIV.
  • Griffon 72
Increased maximum boost pressure to take advantage of 150-grade fuel; 2,245 hp (1,675 kW) at 9,250 ft (2,820 m).
  • Griffon 74
Fuel-injected version of Griffon 72; used on Firefly Mk.IV.
  • Griffon 83
Modified to drive contra-rotating propellers; 2,340 hp (1,745 kW) at 750 ft (230 m) and 2,100 hp (1,565 kW) at 12,250 ft (3,740 m).
  • Griffon 85
2,375 hp (1,770 kW); used on Spiteful Mk.XIV.
  • Griffon 89
2,350 hp (1,755 kW); used on Spiteful Mk.XV.
  • Griffon 101
2,420 hp (1,805 kW); Two-stage, three-speed supercharger using Low Supercharger (L.S), Moderate Supercharger (M.S), or Full Supercharger (F.S); reduction gear ratio 4.45; Rolls-Royce fuel injection system.[17] Used on Spiteful Mk.XVI.
  • Griffon 130
2,420 hp (1,805 kW) at 5,000 ft (1,524 m) in L.S gear, 2,250 hp (1,678 kW) at 14,500 ft (4,419 m) M.S and 2,050 hp (1,529 kW) at 21,000 ft (6,400 m) F.S; reduction gear ratio 4.44; modified to drive contra-rotating propellers; Rolls-Royce fuel injection system.[18]

Applications edit

 
Griffon-engined Fairey Barracuda
 
Griffon engine with contra-rotating propellers on the P 51XR Mustang N6WJ "Precious Metal" 2014 Reno Air Races

Note:[nb 5][nb 6]

Racing aircraft edit

Several North American Mustangs raced in the Unlimited Class races at the Reno Air Races have been fitted with Griffons. These include Red Baron (NL7715C), as well as the custom-built P-51XR Precious Metal (N6WJ) and Mustang/Learjet hybrid Miss Ashley II (N57LR).[29][30][31][32] In all cases, Griffons with contra-rotating propellers, taken from Avro Shackleton patrol bombers were used in these aircraft. The RB51 Red Baron is noteworthy for holding the FAI piston-engine 3-kilometre world speed record from 1979 to 1989 (499.018 mph).

Non-aircraft usage edit

The 1980 Miss Budweiser Unlimited Hydroplane dominated the race circuit with a Rolls-Royce Griffon engine. It was the last of the competitive piston-engined boats, before turboshaft powerplants took over.

In modern-day tractor pulling, Griffon engines are also in use, a single or double, rated each at 3,500 hp (2,600 kW).[33]

Survivors edit

 
Avro Shackleton Mk 3 at Ysterplaat AFB in South Africa, serial 1722, a.k.a. Pelican 22. Taken 27 May 2017 at engine run-up. No longer flying but considered mostly airworthy.

The Griffon engine continues to be used in restored Fireflies and later mark Spitfires worldwide. The Royal Air Force Battle of Britain Memorial Flight is a notable current operator of the Griffon.

The sole remaining technically airworthy Avro Shackleton is based at the Air Force Base Ysterplaat.[34] However, at least one further airframe is in running condition at the Gatwick Aviation Museum and another is in running, taxiing condition at Coventry Airport, intended to be flown in a short time.[citation needed]

Engines on display edit

Preserved Griffon engines are on public display at the:

Specifications (Griffon 65) edit

 
Side view showing supercharger and carburettor detail

Data from Lumsden and The Aeroplane.[36][37]

General characteristics

  • Type: 12-cylinder supercharged liquid-cooled 60° Vee aircraft piston engine
  • Bore: 6 in (152.4 mm)
  • Stroke: 6.6 in (167.6 mm)
  • Displacement: 2,240 cu in (36.7 L)
  • Length: 81 in (205.7 cm)
  • Width: 30.3 in (77.0 cm)
  • Height: 46 in (116.8 cm)
  • Dry weight: 1,980 lb (898 kg)

Components

Performance

  • Power output:
  • 2,035 hp (1,520 kW) at 7,000 ft (2,135 m MS gear),[nb 7] +18 psi boost pressure at 2,750 rpm
  • 2,220 hp (1,655 kW) at 11,000 ft (3,350 m MS gear), +21 psi at 2,750 rpm using 150 Octane fuel
  • 1,820 hp (1,360 kW) at 21,000 ft (6,400 m) at 2,750 rpm
  • Specific power: 0.91 hp/in3 (41.4 kW/L)
  • Compression ratio: 6:1
  • Power-to-weight ratio: 1.03 hp/lb (1.69 kW/kg)

See also edit

Comparable engines

Related lists

Media edit

Griffon Mk 58

References edit

Footnotes edit

  1. ^ Although the Griffon from 1933 shared the R engine's bore and stroke with the Griffon I of 1939, the Griffon I was a completely new design.[2]
  2. ^ Incorporating four sets of gears (two camshaft drives, plus propeller reduction gears and magneto drive) into one unit meant that the extra group of gears for the magnetos and camshafts, which were normally mounted at the rear of the crankshaft, could be omitted.
  3. ^ After helping design the two-stage, two-speed supercharger for the Merlin Lovesey went on to help develop the Rolls-Royce jet engines; although the quote refers to the Merlin it applies equally as well to the Griffon.
  4. ^ The propeller of the Griffon rotated to the left (counter-clockwise) when viewed from the cockpit.
  5. ^ Generic types given only, the Griffon was not the main powerplant for some of these aircraft.
  6. ^ Beaufighter II, Griffon IIB [26]
  7. ^ MS and FS refer to the supercharger blower speeds: Moderate/Fully Supercharged.

Citations edit

  1. ^ Eves 2001, p. 228.
  2. ^ a b c Flight 1945, p. 309.
  3. ^ Lumsden 2003, p. 216.
  4. ^ a b Morgan and Shacklady 2000, p. 133.
  5. ^ Morgan and Shacklady 2000, p. 134.
  6. ^ a b c d Flight 1945, p. 312.
  7. ^ a b The Aeroplane 1945, pp. 1, 3, 6.
  8. ^ "Rolls-Royce Griffon Engine".
  9. ^ Flight 1945, pp. 312, 314.
  10. ^ Rubbra 1990, p. 118.
  11. ^ The Aeroplane 1945, pp. 1, 8.
  12. ^ Flight 1956, p. 578.
  13. ^ Bridgman 1989, pp. 279–280.
  14. ^ [Staff author] 20 September 1945. "The Rolls-Royce Griffon" Flight, pp. 309–316. www.flightglobal.com. Retrieved: 29 October 2009.
  15. ^ a b Flight 1945, p. 313.
  16. ^ Lovesey 1946, p. 218.
  17. ^ a b c d Flight 1946, p. 34.
  18. ^ a b Flight 1946, pp. 34–35.
  19. ^ Morgan and Shacklady 2000, pp. 501, 503.
  20. ^ a b c Lumsden 2003, p. 217.
  21. ^ Price 1995, pp. 29, 32–33.
  22. ^ Air Ministry 1946, paragraph 49 (i), pp. 26–27
  23. ^ Morgan and Shacklady 2000, pp. 573, 579, 580.
  24. ^ a b Carvell 2010, p. 57.
  25. ^ Flight 1945, p. 315.
  26. ^ Lumsden 2003, p. 217.
  27. ^ One prototype (LA610) with a Griffon 85 engine and a Rotol six-blade contra-rotating propeller
  28. ^ One aircraft as an engine test bed for the Griffon II
  29. ^ Picture of the North American P-51D Mustang aircraft Retrieved 24 September 2011.
  30. ^ Retrieved 24 September 2011.
  31. ^ Picture of the North American P-51D Mustang aircraft Retrieved 24 September 2011.
  32. ^ Picture of the North American/Rogers P-51R aircraft Retrieved 24 September 2011.
  33. ^ . Greenspirit.info. Archived from the original on 21 July 2011. Retrieved 7 January 2013.
  34. ^ SAAF 1722 - Avro Shackleton 1 September 2009 at the Wayback Machine Retrieved: 29 July 2009
  35. ^ "ROLLS ROYCE GRIFFON 58 ENGINE". stonehengeairmuseum.org. Retrieved 15 November 2019.
  36. ^ Lumsden 2003, pp. 216–219.
  37. ^ The Aeroplane 1945, pp. 1–7.

Bibliography edit

  • Air Ministry. Pilot's Notes For Spitfire XIV & XIX; Griffon 65 or 66 Engine. London: Air Ministry, 1946.
  • Bridgman, L, (ed.) (1989) Jane's Fighting Aircraft of World War II. Crescent. ISBN 0-517-67964-7
  • Carvell, Roger. "Aeroplane Examines the Avro Shackleton." Aeroplane No. 2, Vol. 38, Issue 442, February 2010.
  • Gunston, Bill. World Encyclopedia of Aero Engines: From the Pioneers to the Present Day. 5th edition, Stroud, UK: Sutton, 2006.ISBN 0-7509-4479-X
  • Lovesey, Cyril. "Development of the Rolls-Royce Merlin from 1939 to 1945". Aircraft Engineering magazine. London: July 1946
  • Lumsden, Alec. British Piston Engines and Their Aircraft. Marlborough, Wiltshire: Airlife Publishing, 2003. ISBN 1-85310-294-6.
  • Price, Alfred. The Spitfire Story. Second edition, London: Arms and Armour Press, 1986. ISBN 0-85368-861-3.
  • Rubbra, A.A. Rolls-Royce Piston Aero Engines: A Designer Remembers: Historical Series no 16 : Rolls-Royce Heritage Trust, 1990. ISBN 1-872922-00-7
  • White, Graham. Allied Aircraft Piston Engines of World War II: History and Development of Frontline Aircraft Piston Engines Produced by Great Britain and the United States During World War II. Warrendale, Pennsylvania: SAE International, 1995. ISBN 1-56091-655-9
  • "A Classic Design; The Rolls-Royce Two-Stage Griffon (article and images)." The Aeroplane, 21 September 1945.
  • "Rolls-Royce Griffon (65) (article and images)." Flight and the Aircraft Engineer No. 1917, Vol. XLVIII, 20 September 1945.
  • "Rolls-Royce Griffon 130 (article and images)." Flight and the Aircraft Engineer No. 1933, Vol. XLIX, 10 January 1946.
  • British Aero Engines (article and images)." Flight and the Aircraft Engineer No. 2468, Vol. 69, 11 May 1956.
  • "1980 U-1 Miss Budweiser (article).[permanent dead link]" Skid Fin Magazine, 2003, Volume 1 Number 2.

Further reading edit

External links edit

 
Wikimedia Commons has media related to Rolls-Royce Griffon.
  • Griffon 58 on YouTube
  • "Rolls-Royce Griffon (65)" a 1945 Flight article on the Griffon 65
  • "Rolls-Royce Griffon (65)" a 1945 Flight article on the Griffon 65
  • "Rolls-Royce Griffon 130" a 1946 Flight article

May 08, 2024
rolls, royce, griffon, british, litre, capacity, degree, liquid, cooled, aero, engine, designed, built, rolls, royce, limited, keeping, with, company, convention, griffon, named, after, bird, prey, this, case, griffon, vulture, griffon, preserved, with, cutawa. The Rolls Royce Griffon is a British 37 litre 2 240 cu in capacity 60 degree V 12 liquid cooled aero engine designed and built by Rolls Royce Limited In keeping with company convention the Griffon was named after a bird of prey in this case the griffon vulture Griffon Preserved Rolls Royce Griffon with cutaway sections Type Liquid cooled V 12 four stroke piston aero engine Manufacturer Rolls Royce First run November 1939 Major applications Avro ShackletonFairey FireflySupermarine Spitfire Number built 8 108 Design work on the Griffon started in 1938 at the request of the Fleet Air Arm for use in new aircraft designs such as the Fairey Firefly In 1939 it was also decided that the engine could be adapted for use in the Spitfire Development was stopped temporarily to concentrate efforts on the smaller Merlin and the 24 cylinder Vulture the engine did not go into production until the early 1940s The Griffon was the last in the line of V 12 aero engines to be produced by Rolls Royce with production ceasing in 1955 Griffon engines remain in Royal Air Force service today with the Battle of Britain Memorial Flight Contents 1 Design and development 1 1 Origins 1 2 Design 1 3 Basic component overview Griffon 65 1 4 Engine capacity mass flow and supercharging 1 5 Pilot transition 2 Variants 3 Applications 3 1 Racing aircraft 3 2 Non aircraft usage 4 Survivors 5 Engines on display 6 Specifications Griffon 65 6 1 General characteristics 6 2 Components 6 3 Performance 7 See also 8 Media 9 References 9 1 Footnotes 9 2 Citations 9 3 Bibliography 10 Further reading 11 External linksDesign and development editOrigins edit nbsp The first Griffon powered Spitfire IV DP845 According to Arthur Rubbra s memoirs a de rated version of the R engine known by the name Griffon at that time was tested in 1933 This engine R11 1 which was never flown was used for Moderately Supercharged Buzzard development which was not proceeded with until much later and bore no direct relationship to the volume produced Griffon of the 1940s In 1938 the Fleet Air Arm approached Rolls Royce and asked whether a larger version of the Merlin could be designed The requirements were that the new engine have good power at low altitude and that it be reliable and easy to service 2 Work began on the design of the engine soon afterwards nb 1 The design process was relatively smooth compared with that of the Merlin and the first of three prototype Griffon Is first ran in the Experimental Department on 30 November 1939 3 4 Although the Griffon was designed for naval aircraft on 8 November 1939 N E Rowe of the Air Ministry suggested fitting the Griffon in a Spitfire Three weeks later permission was given to Supermarine to explore the possibilities of adapting the Griffon to the Spitfire in response Supermarine issued Specification 466 on 4 December This decision led to a change in the disposition of the engine accessories to reduce the frontal area of the engine as much as possible 4 As a result the frontal area of the bare Griffon engine was 7 9 square feet 0 73 m2 compared with 7 5 square feet 0 70 m2 of the Merlin despite the Griffon s much larger capacity 5 This redesigned engine first ran on 26 June 1940 and went into production as the Griffon II In early 1940 with the expected Battle of Britain looming on the orders of Lord Beaverbrook Minister of Aircraft Production work on the new engine had been halted temporarily to concentrate on the smaller 27 L 1 650 cu in Merlin which had already surpassed the output achieved with the early Griffon Design edit nbsp A Griffon installed on WH632 an airworthy Fairey Firefly at the Canadian Warplane Heritage Museum 2014 Compared with earlier Rolls Royce designs the Griffon engine featured several improvements which meant that it was physically only slightly larger than the Merlin in spite of its 36 larger capacity of 37 litres 2 240 cu in 2 One significant difference was the incorporation of the camshaft and magneto drives into the propeller reduction gears at the front of the engine rather than using a separate system of gears driven from the back end of the crankshaft this allowed the overall length of the engine to be reduced as well as making the drive train more reliable and efficient 6 nb 2 The drive for the supercharger was also taken off the front of the engine which had required a long shaft to run to its location at the back of the engine 7 The Merlin engine s crankshaft lubrication was via a gallery cut into the engine block to feed each main bearing and then onto a secondary adjacent big end bearing via a gallery in the crankshaft itself The crankpin was second in line to the main bearing in oil flow and pressure with oil having to flow through the main bearing first The Griffon improved on this arrangement being the first Rolls Royce production aero engine to use a hollow crankshaft as the means of lubricating the main and big end bearings with oil being fed from each end of the crankshaft giving even flow to all bearings 6 8 In another change from convention one high efficiency B T H manufactured dual magneto was mounted on top of the propeller reduction casing 9 earlier Rolls Royce designs using twin magnetos mounted at the rear of the engine 10 The Griffon 61 series introduced a two stage supercharger and other design changes the pressure oil pumps were now housed internally within the sump and an effort was made to remove as many external pipes as possible 11 In addition the drive for the supercharger was moved to the crankshaft at the back of the engine via a short torsion shaft rather than at the front of the engine using a long drive shaft as used by earlier Griffon variants 7 Production of the aero version of the Griffon ended in December 1955 while a marine version the Sea Griffon continued to be produced for the RAF s High Speed Launches 12 Basic component overview Griffon 65 edit From Jane s and Flight 13 14 nbsp Griffon cut away to show camshaft drives etc at the Battle of Britain Museum at RAF Coningsby Cylinders Twelve cylinders consisting of high carbon steel floating wet liners 15 set in two two piece cylinder blocks of cast aluminium alloy having separate heads and skirts Cylinder liners chromium plated in the bores for 2 1 2 inches from the head 15 Cylinder blocks mounted with an included 60 degree angle onto inclined upper faces of a two piece crankcase Cylinder heads fitted with cast iron inlet valve guides phosphor bronze exhaust valve guides and renewable Silchrome steel alloy valve seats Two diametrically opposed spark plugs protrude into each combustion chamber Pistons Machined from R R 59 alloy forgings Fully floating gudgeon pins of hardened nickel chrome steel Two compression and one drilled oil control ring above the gudgeon pin and another drilled oil control ring below Connecting rods H section machined nickel steel forgings each pair consisting of a plain and a forked rod The forked rod carries a nickel steel bearing block which accommodates steel backed lead bronze alloy bearing shells The small end of each rod houses a floating phosphor bronze bush Crankshaft One piece machined from a nitrogen hardened nickel chrome molybdenum steel forging Statically and dynamically balanced Seven main bearings and six throws Internal oilway with feed from both ends used to distribute lubricants to main and big end bearings 6 Floating front end bearing consisting of an internally toothed annulus bolted to crankshaft meshing with and incorporating a semi floating ring internally splined to a short coupling shaft Coupling shaft splined at front end to driving wheel of propeller reduction gear 6 Clockwise rotation when viewed from rear Crankcase Two aluminium alloy castings joined together on the horizontal centreline The upper portion bears the wheelcase cylinder blocks and part of the housing for the airscrew reduction gear and carries the crankshaft main bearings split mild steel shells lined with lead bronze alloy The lower half forms an oil sump and carries the main pressure oil pump supercharger change speed operating pump and two scavenge pumps It also houses the main coolant pump which is driven through the same gear train as the oil pumps Wheelcase Aluminium alloy casting fitted to rear of crankcase Carries the supercharger and houses drives to the supercharger auxiliary gearbox coupling engine speed indicator airscrew constant speed unit intercooler pump and fuel pump as well as the oil and coolant pumps in the lower half crankcase Valve gear Two inlet and two exhaust poppet valves of K E 965 austenitic nickel chrome steel per cylinder Exhaust valves have sodium cooled stems Brightray nickel chromium protective coating to the whole of the combustion face and seat of the exhaust valves and to the seat only of the inlet valves Each valve is held closed by a pair of concentric coil springs A single seven bearing camshaft located centrally on the top of each cylinder head operates 24 individual steel rockers 12 pivoting from a rocker shaft on the inner intake side of the block to actuate the exhaust valves the others pivoting from a shaft on the exhaust side of the block to actuate the inlet valves Engine capacity mass flow and supercharging edit Although it is common practice to compare different piston engines and their performance potential by referring to the engine displacement or swept volume this does not give an accurate reading of an engine s capabilities According to A C Lovesey who was in charge of the Merlin s development nb 3 The impression still prevails that the static capacity known as the swept volume is the basis of comparison of the possible power output for different types of engine but this is not the case because the output of the engine depends solely on the mass of air it can be made to consume efficiently and in this respect the supercharger plays the most important role 16 Unlike the Merlin the Griffon was designed from the outset to use a single stage supercharger driven by a two speed hydraulically operated gearbox the initial production versions the Griffon II III IV and VI series were designed to give their maximum power at low altitudes and were mainly used by the Fleet Air Arm The Griffon 60 70 and 80 series featured two stage supercharging and achieved their maximum power at low to medium altitudes The Griffon 101 121 and 130 series engines collectively designated Griffon 3 SML 17 used a two stage three speed supercharger adding a set of Low Supercharger L S gears to the already existing Medium and Full Supercharger M S and F S gears 17 Another modification was to increase the diameters of both impellers thus increasing the rated altitudes at which maximum power could be generated in each gear 18 While the 101 continued to drive a five blade propeller the 121 and 130 series were designed to drive contra rotating propellers 17 In 1946 a Griffon 101 was fitted to the Supermarine Spiteful XVI RB518 a re engined production Mk XIV this aircraft achieved a maximum speed of 494 mph 795 km h with full military equipment 19 Pilot transition edit Pilots who converted from the Merlin to the Griffon engined Spitfires soon discovered that because the Griffon engine s propeller rotated in the opposite direction to that of the Merlin the fighter swung to the right on takeoff rather than to the left 20 nb 4 This tendency was even more marked with the more powerful 60 and 80 series Griffon engines with their five bladed propellers As a result pilots had to learn to apply left port trim on takeoff instead of the right starboard trim they were used to applying 21 On takeoff the throttle had to be opened slowly as the pronounced swing to the right could lead to crabbing and severe tyre wear 22 Some test Spitfire XIVs 21s and 24s were fitted with contra rotating propellers which eliminated the torque effect Early problems with the complex gearbox that was required for contra rotating propellers prevented them from ever becoming operational in Spitfires but they were used on later aircraft including the Seafire FR Mk 46 and F and FR 47 which were fitted with Griffon 87s driving contra rotating propellers as standard equipment 23 The Griffon 57 and 57A series installed in Universal Power Plant UPP installations and driving contra rotating propellers was used in the Avro Shackleton maritime patrol aircraft 24 Variants editThe Griffon was produced in approximately 50 different variants the Griffon 130 being the last in the series Details of representative variants are listed below Griffon IIB 1 730 hp 1 290 kW at 750 ft 230 m and 1 490 hp 1 110 kW at 14 000 ft 4 270 m Single stage two speed supercharger impeller diameter 10 in 25 4 cm gear ratios 7 85 1 10 68 1 20 Used on Firefly Mk I and Spitfire XII Griffon VI Increased maximum boost pressure 1 850 hp 1 380 kW at 2 000 ft 610 m impeller diameter 9 75 in 24 7 cm 20 Used on Seafire Mk XV and Mk XVII Spitfire XII nbsp A Rolls Royce Griffon 58 displayed at the Shuttleworth Collection 2008 Griffon 57 and 57A 1 960 hp 1 460 kW 2 345 hp 1 749 kW with water methanol injection on take off used on Avro Shackleton 24 Griffon 61 Introduced a two speed two stage supercharger with aftercooler similar to that on Merlin 61 2 035 hp 1 520 kW at 7 000 ft 2 100 m and 1 820 hp 1 360 kW at 21 000 ft 6 400 m used on Spitfire F Mk XIV Mk 21 Griffon 65 Similar to Griffon 61 with different propeller reduction gear Impeller diameters 1st stage 13 4 in 34 cm 2nd stage 11 3 in 29 cm 25 used on Spitfire F Mk XIV Griffon 72 Increased maximum boost pressure to take advantage of 150 grade fuel 2 245 hp 1 675 kW at 9 250 ft 2 820 m Griffon 74 Fuel injected version of Griffon 72 used on Firefly Mk IV Griffon 83 Modified to drive contra rotating propellers 2 340 hp 1 745 kW at 750 ft 230 m and 2 100 hp 1 565 kW at 12 250 ft 3 740 m Griffon 85 2 375 hp 1 770 kW used on Spiteful Mk XIV Griffon 89 2 350 hp 1 755 kW used on Spiteful Mk XV Griffon 101 2 420 hp 1 805 kW Two stage three speed supercharger using Low Supercharger L S Moderate Supercharger M S or Full Supercharger F S reduction gear ratio 4 45 Rolls Royce fuel injection system 17 Used on Spiteful Mk XVI Griffon 130 2 420 hp 1 805 kW at 5 000 ft 1 524 m in L S gear 2 250 hp 1 678 kW at 14 500 ft 4 419 m M S and 2 050 hp 1 529 kW at 21 000 ft 6 400 m F S reduction gear ratio 4 44 modified to drive contra rotating propellers Rolls Royce fuel injection system 18 Compound Griffon RGC 30 SM turbo compound engine cancelled 1949 Turbo Griffon RGT 30 SM similar to Napier Nomad as above citation needed Applications edit nbsp Griffon engined Fairey Barracuda nbsp Griffon engine with contra rotating propellers on the P 51XR Mustang N6WJ Precious Metal 2014 Reno Air Races Note nb 5 nb 6 Avro Shackleton Blackburn B 54 Bristol Beaufighter CAC CA 15 Fairey Barracuda Fairey Firefly Folland Fo 108 Hawker Fury 27 Hawker Henley 28 Hawker Tempest Mk III IV Martin Baker MB 5 Supermarine Seafang Supermarine Seafire Supermarine Seagull Supermarine Spiteful Supermarine Spitfire Racing aircraft edit Several North American Mustangs raced in the Unlimited Class races at the Reno Air Races have been fitted with Griffons These include Red Baron NL7715C as well as the custom built P 51XR Precious Metal N6WJ and Mustang Learjet hybrid Miss Ashley II N57LR 29 30 31 32 In all cases Griffons with contra rotating propellers taken from Avro Shackleton patrol bombers were used in these aircraft The RB51 Red Baron is noteworthy for holding the FAI piston engine 3 kilometre world speed record from 1979 to 1989 499 018 mph Non aircraft usage edit The 1980 Miss Budweiser Unlimited Hydroplane dominated the race circuit with a Rolls Royce Griffon engine It was the last of the competitive piston engined boats before turboshaft powerplants took over In modern day tractor pulling Griffon engines are also in use a single or double rated each at 3 500 hp 2 600 kW 33 Survivors edit nbsp Avro Shackleton Mk 3 at Ysterplaat AFB in South Africa serial 1722 a k a Pelican 22 Taken 27 May 2017 at engine run up No longer flying but considered mostly airworthy The Griffon engine continues to be used in restored Fireflies and later mark Spitfires worldwide The Royal Air Force Battle of Britain Memorial Flight is a notable current operator of the Griffon The sole remaining technically airworthy Avro Shackleton is based at the Air Force Base Ysterplaat 34 However at least one further airframe is in running condition at the Gatwick Aviation Museum and another is in running taxiing condition at Coventry Airport intended to be flown in a short time citation needed Engines on display editPreserved Griffon engines are on public display at the Atlantic Canada Aviation Museum Birmingham Museum Collection Centre Bournemouth Aviation Museum Kissimmee Air Museum Midland Air Museum Rolls Royce Heritage Trust Derby Royal Air Force Museum London Shuttleworth Collection South African Air Force Museum AFB Ysterplaat South Yorkshire Aircraft Museum Stonehenge Air Museum Fortine Montana 35 Tangmere Military Aviation MuseumSpecifications Griffon 65 edit nbsp Side view showing supercharger and carburettor detail Data from Lumsden and The Aeroplane 36 37 General characteristics Type 12 cylinder supercharged liquid cooled 60 Vee aircraft piston engine Bore 6 in 152 4 mm Stroke 6 6 in 167 6 mm Displacement 2 240 cu in 36 7 L Length 81 in 205 7 cm Width 30 3 in 77 0 cm Height 46 in 116 8 cm Dry weight 1 980 lb 898 kg Components Valvetrain Two intake and two exhaust valves per cylinder with sodium cooled exhaust valve stems actuated via an overhead camshaft Supercharger Two speed two stage centrifugal type supercharger boost pressure automatically linked to the throttle water air intercooler installed between the second stage and the engine Fuel system Triple choke Bendix Stromberg updraught pressure injection carburettor with automatic mixture control Fuel type 100 Octane 150 Octane January to May 1945 Oil system Dry sump with one pressure pump and two scavenge pumps Cooling system 70 water and 30 ethylene glycol coolant mixture pressurised Liquid cooled Intercooler radiator with its own separate system again using 70 30 water glycol mix Reduction gear 0 51 1 left hand tractor Performance Power output 2 035 hp 1 520 kW at 7 000 ft 2 135 m MS gear nb 7 18 psi boost pressure at 2 750 rpm 2 220 hp 1 655 kW at 11 000 ft 3 350 m MS gear 21 psi at 2 750 rpm using 150 Octane fuel 1 820 hp 1 360 kW at 21 000 ft 6 400 m at 2 750 rpm Specific power 0 91 hp in3 41 4 kW L Compression ratio 6 1 Power to weight ratio 1 03 hp lb 1 69 kW kg See also editRolls Royce R Rolls Royce aircraft piston engines Comparable engines Allison V 1710 Daimler Benz DB 603 Daimler Benz DB 605 Junkers Jumo 213 Klimov VK 107 Mikulin AM 38 Related lists List of aircraft enginesMedia edit source source source source Griffon Mk 58References editFootnotes edit Although the Griffon from 1933 shared the R engine s bore and stroke with the Griffon I of 1939 the Griffon I was a completely new design 2 Incorporating four sets of gears two camshaft drives plus propeller reduction gears and magneto drive into one unit meant that the extra group of gears for the magnetos and camshafts which were normally mounted at the rear of the crankshaft could be omitted After helping design the two stage two speed supercharger for the Merlin Lovesey went on to help develop the Rolls Royce jet engines although the quote refers to the Merlin it applies equally as well to the Griffon The propeller of the Griffon rotated to the left counter clockwise when viewed from the cockpit Generic types given only the Griffon was not the main powerplant for some of these aircraft Beaufighter II Griffon IIB 26 MS and FS refer to the supercharger blower speeds Moderate Fully Supercharged Citations edit Eves 2001 p 228 a b c Flight 1945 p 309 Lumsden 2003 p 216 a b Morgan and Shacklady 2000 p 133 Morgan and Shacklady 2000 p 134 a b c d Flight 1945 p 312 a b The Aeroplane 1945 pp 1 3 6 Rolls Royce Griffon Engine Flight 1945 pp 312 314 Rubbra 1990 p 118 The Aeroplane 1945 pp 1 8 Flight 1956 p 578 Bridgman 1989 pp 279 280 Staff author 20 September 1945 The Rolls Royce Griffon Flight pp 309 316 www flightglobal com Retrieved 29 October 2009 a b Flight 1945 p 313 Lovesey 1946 p 218 a b c d Flight 1946 p 34 a b Flight 1946 pp 34 35 Morgan and Shacklady 2000 pp 501 503 a b c Lumsden 2003 p 217 Price 1995 pp 29 32 33 Air Ministry 1946 paragraph 49 i pp 26 27 Morgan and Shacklady 2000 pp 573 579 580 a b Carvell 2010 p 57 Flight 1945 p 315 Lumsden 2003 p 217 One prototype LA610 with a Griffon 85 engine and a Rotol six blade contra rotating propeller One aircraft as an engine test bed for the Griffon II Picture of the North American P 51D Mustang aircraft Retrieved 24 September 2011 Its All in the Details Retrieved 24 September 2011 Picture of the North American P 51D Mustang aircraft Retrieved 24 September 2011 Picture of the North American Rogers P 51R aircraft Retrieved 24 September 2011 Green Spirit tractor pulling team Greenspirit info Archived from the original on 21 July 2011 Retrieved 7 January 2013 SAAF 1722 Avro Shackleton Archived 1 September 2009 at the Wayback Machine Retrieved 29 July 2009 ROLLS ROYCE GRIFFON 58 ENGINE stonehengeairmuseum org Retrieved 15 November 2019 Lumsden 2003 pp 216 219 The Aeroplane 1945 pp 1 7 Bibliography edit Air Ministry Pilot s Notes For Spitfire XIV amp XIX Griffon 65 or 66 Engine London Air Ministry 1946 Bridgman L ed 1989 Jane s Fighting Aircraft of World War II Crescent ISBN 0 517 67964 7 Carvell Roger Aeroplane Examines the Avro Shackleton Aeroplane No 2 Vol 38 Issue 442 February 2010 Gunston Bill World Encyclopedia of Aero Engines From the Pioneers to the Present Day 5th edition Stroud UK Sutton 2006 ISBN 0 7509 4479 X Lovesey Cyril Development of the Rolls Royce Merlin from 1939 to 1945 Aircraft Engineering magazine London July 1946 Lumsden Alec British Piston Engines and Their Aircraft Marlborough Wiltshire Airlife Publishing 2003 ISBN 1 85310 294 6 Price Alfred The Spitfire Story Second edition London Arms and Armour Press 1986 ISBN 0 85368 861 3 Rubbra A A Rolls Royce Piston Aero Engines A Designer Remembers Historical Series no 16 Rolls Royce Heritage Trust 1990 ISBN 1 872922 00 7 White Graham Allied Aircraft Piston Engines of World War II History and Development of Frontline Aircraft Piston Engines Produced by Great Britain and the United States During World War II Warrendale Pennsylvania SAE International 1995 ISBN 1 56091 655 9 A Classic Design The Rolls Royce Two Stage Griffon article and images The Aeroplane 21 September 1945 Rolls Royce Griffon 65 article and images Flight and the Aircraft Engineer No 1917 Vol XLVIII 20 September 1945 Rolls Royce Griffon 130 article and images Flight and the Aircraft Engineer No 1933 Vol XLIX 10 January 1946 British Aero Engines article and images Flight and the Aircraft Engineer No 2468 Vol 69 11 May 1956 1980 U 1 Miss Budweiser article permanent dead link Skid Fin Magazine 2003 Volume 1 Number 2 Further reading editQuill J 1983 Spitfire A Test Pilot s Story Arrow Books ISBN 0 09 937020 4External links edit nbsp Wikimedia Commons has media related to Rolls Royce Griffon Griffon 58 on YouTube Rolls Royce Griffon 65 a 1945 Flight article on the Griffon 65 Rolls Royce Griffon 65 a 1945 Flight article on the Griffon 65 Rolls Royce Griffon 130 a 1946 Flight article Retrieved from https en wikipedia org w index php title Rolls Royce Griffon amp oldid 1214382579, wikipedia, wiki, book, books, library,

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