Almost all T-34 tanks and its modifications were equipped with 4-stroke, 12-cylinder, V-shaped diesel engines V-2-34, which had a liquid cooling system. This engine was designed and created under the leadership of designer Konstantin Fedorovich Chelpan. The power of the diesel engine at 1800 rpm reached 500 hp, and at 1750 rpm the power reached 450 hp, at 1700 rpm the engine power (also called operational) reached 400 hp. In 1941 and 1942, there was a shortage of V-2 engines, so in those years 1,201 T-34 tanks received M-17F and M-17T aircraft carburetor engines, which were similar in power.
This is what the V-2-34 diesel engine looks like, which was installed on T-34 tanks
T-34 tanks produced in 1940 and 1941 were equipped with Pomon type engine air purification systems. This air purifier differed from its analogues in reliability and quality. In 1942, this air cleaner was replaced with another, the “Cyclone” type, which in turn significantly improved the quality and reliability of the engine. The engine cooling system included two tubular radiators, which were attached to the sides of the radiator. The fuel tanks of the T-34 tank were located inside the hull along the sides, as well as in the spaces between the casings of the chassis springs. According to many tank experts, this arrangement of tanks was dangerous, since if the tank was hit on the side, the fuel would ignite and the tank would fail. Even earlier versions of the T-34 tanks were equipped with 6 tanks, which together formed a volume of 460 liters. T-34 tanks of late production were equipped with 8 tanks, which together formed a volume of up to 540 liters. That's all for internal tanks. External tanks were also installed on the sides of the tank, the total capacity of which in early versions reached 134 liters; on tanks of 1942, external tanks (or containers) were installed at the stern and also had a volume of 134 liters. Later releases of T-34 tanks had 2, and then 3 cylindrical side tanks, which had a capacity of 90 liters each.
4-speed manual gearbox installed on the T-34 tank
As for the transmission of the T-34 tank (model 1940), it included the following elements: single-stage final drives; manual three-way 4-speed (4 forward + 1 reverse) gearbox; onboard band brakes with Ferodo casing; the tank turning mechanism, which consisted of onboard multi-disc dry friction clutches (friction was carried out by steel on steel); The main dry friction clutch (multi-disc) friction was carried out by steel on steel.
Beginning in December 1942, new 5-speed manual transmissions with constant meshing of the gear mechanism began to be installed on all T-34 tanks. The design of the main clutch has also been modernized and improved.
Transmission of the T-34 tank
In the fall of 1941, a series of T-34-57 tanks were produced in the city of Klin, which were armed with a 57-mm cannon. Also, the T-34-57 tank had a different propulsion system (a BMW-VI carburetor engine, which was manufactured under license). There is no information about the technical and maneuverability of T-34-57 tanks in comparison with diesel engines.
The T-34 76 tank is rightfully considered one of the best tanks of World War II, incorporating all the best qualities of these combat vehicles. It was recognized as the best for its time not only by the Soviet military, but even by their opponents who directly encountered this tank in combat conditions.
From the history of the T-34 tank
In 1941, German tank crews could not do anything against the T-34 76 tank with its excellent armor and serious firepower. In addition to optimal characteristics for wartime, the tank was distinguished by a fairly simple design, high manufacturability and adaptability to combat in various conditions. The tank was easily repaired in the field, which undoubtedly became its huge advantage. Before the introduction of Tigers, Panthers and Ferdinands into German service, the Soviet T-34 was a mortal threat to the Germans. The T-34 entered into the toughest battles and often emerged victorious.
Development of T-34 76
The T-34 was designed and assembled at the design bureau of the Kharkov Locomotive Plant. Not only the famous design bureau M.I. was involved in it. Koshkin, the Adolf Dick design bureau also participated in the work. The technical project in this bureau was prepared a whole month late, which is why A. Dick was arrested. As a result, only M. Koshkin became responsible for the project. In the process of work, the designers created two options for tank propulsion: wheeled-tracked and tracked; in the end, preference was given to the second. In March 1940, two samples of the new tank were delivered to the Kremlin’s Ivanovo Square to demonstrate it to the military commission and the government. It is worth noting that for this purpose, the new combat vehicles covered as much as 750 kilometers from Kharkov to Moscow under their own power, moving off-road, and thereby demonstrating excellent maneuverability. At the end of March, Soviet industry began producing tanks.
By the beginning of the Great Patriotic War, the T-34 tank was the best vehicle in the world, mobile, easy to manufacture, with projectile-proof armor and a powerful 76 mm gun, capable of penetrating any German tank of the 1941 model. The Germans' 37-mm cannons were practically powerless against the T-34. Since 1941, the Wehrmacht began producing Panzer III, most of which were equipped with a 50 mm cannon, which was already more effective against the armor of the T 34. But penetration was ensured at a distance of no more than six hundred meters, and only if they fired a sub-caliber projectile, but the gun The T-34 could penetrate the armor of early modifications of the Panzer III from two thousand meters. Later, Panzer modifications with 60 and 50 millimeters of armor appeared, but the T-34 penetrated it with armor-piercing shells from a distance of one and a half thousand meters. Even the later and strengthened Panzer III Ausf.M and Ausf.L models with 70 mm armor could be penetrated by the Thirty-Four from a distance of five hundred meters.
It is also worth noting the 45 mm armor of the T-34, which, due to its inclined design, often provoked ricochets when fired from long distances, which made it very difficult to fight this tank. But the T-34 also had disadvantages - poor visibility and a not very reliable transmission. In addition, the fighting compartment was quite cramped and greatly hampered the work of the crew.
Tank structure
First, about the T-34 76 in general terms:
- The combat weight of the tank was more than thirty tons;
- Gun - L 11 and F 34 caliber 76.2 mm;
- Engine power - 500 horsepower;
- Maximum speed - 55 kilometers per hour;
- Crew - four people;
- About 20,000 were produced.
Frame
In 1940, the T-34 hull was made from rolled armor plates. In the front part of the front plate there is a driver's hatch with a hinged lid. Further, in the upper part of the hatch cover, there is a central viewing device for the driver, and on the left and right there are side viewing devices installed at an angle of sixty degrees to the longitudinal axis of the car. On the right is the embrasure of the forward machine gun in a ball joint. The machine gun does not have an armored mask. The rear inclined sheet of the hull is removable and is attached to the side sheets with bolts. It has a rectangular hatch for access to the transmission compartment. On the side of the hatch there are two oval openings with exhaust pipes, protected by armored caps.
Tower
The tank's turret is welded, cone-shaped from rolled armor plates. The roof of the tower had a common hatch for crew members. A viewing device for all-round visibility is mounted on the hatch. In front of the hatch on the left side there was a PT-6 periscope sight, and on the right there was a ventilation hatch.
Cannons
The tank was initially equipped with a 76.2 mm L-11 model gun with a 30.5-caliber barrel. It had a number of shortcomings, so it was soon replaced by the more successful F-32 cannon. After some time, the design bureau developed a modification of this weapon, which was seriously superior to the previous version. The gun was named F-34, the length of its barrel increased to 41 caliber, which significantly increased the penetrating power of the gun. There was a 7.62 mm DT machine gun coaxial with the cannon, and a TOD-6 telescopic sight was used for direct fire of the gun.
Chassis
The tank had five pairs of large diameter road wheels. The guides and support rollers were rubber-coated, and the caterpillar chain was fine-linked from thirty-seven flat and thirty-seven ridge tracks. On the outside, each track had lug spurs. Two spare tracks and two jacks were attached to the rear of the hull. Four pairs of rollers on board had individual spring suspension; the springs were placed at an angle and were welded to the sides in the housing.
Why is the 34 engine still in production?
In the shadow of the T-34 tank remains the engine of this vehicle, which is so successful that - attention - it is still produced. Tank diesel B-2 began to be produced on the day the Second World War began - September 1, 1939. But the elegance of its design still amazes the imagination.
50 years ahead of its time...
This will sound strange, but initially the 12-cylinder diesel B-2 was developed for heavy bombers, although it did not take root in aviation: the engineers were unable to squeeze the required number of “horses” out of it. However, the aviation heritage remained, for example, in the “cast iron era” of engine construction, the engine received an aluminum cylinder block and a large number of light alloy parts. The result: very high power density per unit mass.
The design itself was incredibly progressive. Strictly speaking, the V-2 diesel differs from modern superdiesels for passenger cars mainly in the lack of electronics. Let's say that its fuel injection was carried out by high-pressure plunger pumps, and not by the now fashionable Common Rail system. But it had four valves per cylinder, like most modern engines, and overhead camshafts, whereas many engines of that time also had lower camshafts, and sometimes a pair of lower valves per cylinder. The B-2 received direct fuel injection, which is the norm for modern diesel engines, but in the 1930s pre-chamber or swirl chamber mixture formation was more often used. In short, the V-2 diesel was about 50 years ahead of its time.
Battle of concepts
And yes, it was a diesel. In fact, the T-34 was far from the first tank with a diesel engine; Japanese tank builders used diesel engines especially actively in the pre-war years. But the T-34 is considered the first tank designed specifically for a diesel power plant, which allowed it to “capitalize” its advantages as much as possible.
But German tanks remained faithful to multi-cylinder carburetor (gasoline) engines for a very long time, and there were many reasons for this, for example, a shortage of non-ferrous metals, and later a shortage of diesel fuel.
Soviet engineers relied on diesel. By the way, the V-2 engine made its debut on the BT-5 tank even before the start of the Great Patriotic War, but it gained its main fame, of course, in the engine compartment of the T-34.
Diesel had several advantages. Less fire hazard is one of them, but far from the only one. No less important was fuel efficiency, which affects the autonomy of the tank, that is, its ability to devour kilometers without refueling. Let's say, the T-34 could travel about 400 km along the highway, the German Pz IV - about 300 km, and the Soviet tank was one and a half times more powerful and almost as fast.
Diesel created less interference for radio electronics (no ignition system), and could also run on any fuel, including gasoline and aviation kerosene. In war conditions, this was an important advantage: roughly speaking, having found a barrel with some kind of liquid hydrocarbon of the required viscosity, the soldiers could use it as fuel by adjusting the fuel pump rack. Running a diesel engine on gasoline is harmful to the engine, but in critical situations, the ability to move the tank takes precedence over resource issues.
Over time, the diesel concept won out, and today the use of heavy fuel for tanks is the norm.
The Secret of Longevity
The V-2 diesel is associated with the T-34 tank, although already during the war it was used on many other combat units, for example, another victorious tank, the heavy IS-2.
Over time, the power and designations of the motor changed. Thus, the classic V-2-34 engine for the T-34 developed 500 hp, the version for the IS-2 was called V-2IS and produced 520 hp, for the KV-2 tank the same engine was boosted to 600 hp. With.
Even during the war, attempts were made to increase power, including through supercharging, for example, the prototype V-2SN with a centrifugal supercharger developed 850 hp.
But they started boosting the engine seriously after the war. Thus, the T-72 tank received a naturally aspirated version of the V-46 with a power of 700 hp, and modern T-90 tanks have a turbo version of the V-2 engine with a power of 1000 hp. (for example, V-92 series engines).
Even during the war, the V-2 engine began to be used on self-propelled guns, tractors and other equipment, and after that they were actively used for peaceful purposes. For example, the diesel-electric tractor DET-250 received a modification of the B-31.
In addition to the classic V-shape with 12 cylinders, the B-2 family has spawned lines of engines with a different number and arrangement of cylinders, including for use on ships. For BMPs, “flat” six-cylinder versions of the B-2 with a large cylinder angle were developed.
Of course, the V-2 engine and its modifications had many “competitors” who tried to displace the T-34 engine from the engine compartments of later tanks. You can recall one of the most incredible tank engines, the 5TDF for the T-64 and T-72. The two-stroke five-cylinder diesel engine with ten pistons, two crankshafts and double supercharging amazed the imagination with its sophisticated design, and yet the descendants of the V-2 engine won the evolutionary race.
Why did he turn out to be so tenacious? Its creators “guessed” the basic parameters and layout, which ensured the efficiency of the design and a large margin for growth. Perhaps this is how technical genius manifests itself: fulfilling not only immediate requirements, but also thinking about the next steps.
Humble Heroes
And now is the time to pay tribute to the people who created and developed the V-2 family of engines. Its development was carried out in the 1930s at the Kharkov Locomotive Plant under the leadership of Konstantin Chelpan, and in the later stages - Timofey Chupakhin. Ivan Trashutin took part in the creation of the B-2, who later became the main engine driver of Tankograd, a tank production facility in Chelyabinsk.
The V-2 engine began to be produced in Kharkov, then in Stalingrad and Sverdlovsk, but the bulk of the engines were produced by the Chelyabinsk Tractor Plant, which arose after the evacuation of several tank production facilities to the rear. It was at ChTZ that the lion's share of V-2 engines was assembled during the war, and the same plant was involved in the development of the concept in the post-war period, including under the leadership of the famous designer Valentin Chudakov.
When they talk about advanced weapons, they first of all mean the power of a weapon capable of inflicting a crushing defeat on the enemy. The legendary T-34 tank became the personification of the victory of the Soviet Union in World War II. But there are less significant components, for example, the V-2 tank engine, without which the legend could not exist.
Military equipment operates in the most difficult conditions. Motors are designed taking into account the use of low-quality fuel, minimal maintenance, but at the same time they must maintain their original characteristics for many years. It was this approach that was embodied in the creation of the diesel engine of the T-34 tank.
Engine prototype
In 1931, the Soviet government set a course for improving military equipment. At the same time, the Kharkov Locomotive Plant named after. The Comintern received the task of developing a new diesel engine for tanks and aircraft.
The novelty of the development had to lie in fundamentally new characteristics of the motor. The nominal crankshaft speed of diesel engines of that time was 260 rpm. Then, as in the task, it was stipulated that the new engine should produce 300 hp at a rotation speed of 1600 rpm. And this already imposed completely different requirements on the methods of developing components and assemblies. Technologies that would make it possible to create such an engine in the Soviet Union did not exist.
The design bureau was renamed Diesel, and work began. After discussing possible design options, we settled on a V-shaped one with 6 cylinders in each row. It was supposed to be started by an electric starter. At that time there was no fuel equipment that could provide fuel for such an engine. Therefore, it was decided to install a Bosch injection pump, which was subsequently planned to be replaced with a pump of our own production.
Two years passed before the creation of the first test sample. Since the engine was planned to be used not only in Soviet tank construction, but also in aircraft construction on heavy bombers, the low weight of the engine was specially stipulated.
Engine modification
They tried to create the engine from materials that had not previously been used to build diesel engines. For example, the cylinder block was made of aluminum, and it, unable to withstand tests on the bench, constantly cracked. High power caused the light, unbalanced motor to vibrate violently.
The BT-5 tank, on which the diesel engine was tested, never reached the test site under its own power. Troubleshooting of the engine showed that the crankcase block and crankshaft bearings were destroyed. In order for the design embodied in paper to migrate to life, new materials were needed. The equipment used to make the parts was also unsuitable. There was not enough manufacturing precision class.
In 1935, the Kharkov Locomotive Plant was replenished with experimental workshops for the production of diesel engines. Having eliminated a number of shortcomings, the BD-2A engine was installed on the R-5 aircraft. The bomber took off, but the low reliability of the engine did not allow it to be used for its intended purpose. Moreover, by that time more acceptable options for aircraft engines had arrived.
Preparing the diesel engine for installation on the tank was difficult. The selection committee was not satisfied with the high smoke, which was a strong unmasking factor. In addition, the high fuel and oil consumption was unacceptable for military equipment, which must have a large range without refueling.
The main difficulties are behind us
In 1937, the design team was supplemented with military engineers. At the same time, the diesel engine was given the name B-2, under which it went down in history. However, the improvement work was not completed. Some technical tasks were delegated to the Ukrainian Institute of Aircraft Engine Engineering. The design team was supplemented by employees of the Central Institute of Aviation Engines.
In 1938, state tests of the second generation of V-2 diesel engines were carried out. Three engines were presented. None passed the tests. The first one had a jammed piston, the second one had a cracked cylinder block, and the third one had a leaking crankcase. In addition, the high pressure plunger pump did not produce enough output. It lacked precision manufacturing.
In 1939, the engine was modified and tested.
Subsequently, the V-2 engine was installed in this form on the T-34 tank. The diesel department was reformed into a tank engine plant, the goal of which was to produce 10,000 units per year.
Final version
At the beginning of World War II, the plant was urgently evacuated to Chelyabinsk. ChTZ already had a production base for the production of tank engines.
Some time before the evacuation, diesel was tested on the KV heavy tank.
For a long time, the B-2 was subject to modernization and improvement. The disadvantages also decreased. The advantages of the T-34 tank engine made it possible to judge it as an unsurpassed example of design thought. Even military experts believed that the replacement of the B-2 with new diesel engines in the 60-70s was caused by the fact that the engine was outdated only from a moral point of view. In many technical parameters it was superior to new products.
You can compare some of the characteristics of the B-2 with modern engines to understand how progressive it was for that time. Starting was provided in two ways: from a compressed air receiver and an electric starter, which provided increased “survivability” to the engine of the T-34 tank. Four valves per cylinder increased the efficiency of the gas distribution mechanism. The cylinder block and crankcase were made of aluminum alloy.
The ultra-light motor was produced in three modifications, differing in power: 375, 500, 600 hp, for equipment of various weights. The change in power was achieved through boosting - reducing the combustion chamber and increasing the compression ratio of the fuel mixture. An 850 hp engine was even produced. With. It was equipped with turbocharging from the AM-38 aircraft engine, after which the diesel engine was tested on the KV-3 heavy tank.
Already at that time, there was a tendency towards the development of military engines running on any hydrocarbon fuel, which in war conditions simplifies the supply of equipment. The engine of the T-34 tank could run on both diesel fuel and kerosene.
Unreliable diesel
Despite the demand of People's Commissar V.A. Malyshev, diesel never became reliable. Most likely, it was not a matter of design flaws, but the fact that production, evacuated to ChTZ in Chelyabinsk, had to be launched in great haste. Materials required by specifications were not available.
Two tanks with B-2 engines were sent to the United States to study the reasons leading to premature failure. After conducting annual tests on the T-34 and KV-1, it was concluded that the air filters do not retain dust particles at all, and they penetrate into the engine, leading to wear of the piston group. Due to a flaw in the technology, the oil contained in the filter flowed out through resistance welding in the housing. Dust, instead of settling in the oil, freely penetrated into the combustion chamber.
Throughout the war, work on the reliability of the T-34 tank engine was carried out constantly. In 1941, 4th generation engines could barely work 150 hours, while 300 were required. By 1945, the engine life was increased 4 times, and the number of malfunctions was reduced from 26 to 9 per thousand kilometers.
The production capacity of ChTZ Uraltrak was not enough for the military industry. Therefore, it was decided to build engine factories in Barnaul and Sverdlovsk. They produced the same B-2 and its modifications for installation not only on tanks, but also on self-propelled vehicles.
ChTZ “Uraltrak” also produced engines for a variety of equipment: heavy tanks of the KV series, light tanks BT-7, heavy artillery tractors “Voroshilovets”.
Tank engine in civilian life
The career of the T-34 tank engine did not end with the end of the war. Refinement of the design continued. It formed the basis for many modifications of tank V-shaped diesel engines. B-45, B-46, B-54, B-55, etc. - all of them became direct descendants of the B-2. They had the same V-twin, 12-cylinder concept. Various hydrocarbon mixtures could serve as fuel for them. The body was made of aluminum alloys and was lightweight.
In addition, the B-2 served as a prototype for many other engines that were not related to military equipment.
The civilian ships “Moskva” and “Moskvich” received the same engine that was installed on the T-34 tank, with minor changes. This modification was called D12. In addition, diesel engines were produced for river transport, which were 6-cylinder V-2 halves.
The 1D6 diesel engine was equipped with shunting locomotives TGK-2, TGM-1, TGM-23. In total, over 10 thousand units of these units were produced.
MAZ mining dump trucks received 1D12 diesel. The engine power was 400 hp. With. at a rotation speed of 1600 rpm.
Interestingly, after modifications, the engine’s potential increased significantly. Now the assigned engine life before major repairs was 22 thousand engine hours.
Characteristics and design of the T-34 tank engine
The high-speed, compressorless diesel B-2 was water-cooled. The cylinder blocks were located at an angle of 60 degrees relative to each other.
The motor operation was carried out as follows:
- During the intake stroke, atmospheric air is supplied through the open intake valves.
- The valves close and the compression stroke occurs. The air pressure increases to 35 atm, and the temperature rises to 600 °C.
- At the end of the compression stroke, the fuel pump supplies fuel under a pressure of 200 atm through the injector, which ignites at high temperature.
- The gases begin to expand sharply, increasing the pressure to 90 atm. The engine's power stroke occurs.
- The exhaust valves open and exhaust gases are released into the exhaust system. The pressure inside the combustion chamber drops to 3-4 atm.
Then the cycle repeats.
Trigger
The method of starting a tank engine was different from a civilian one. In addition to the 15 HP electric starter. c, there was a pneumatic system consisting of compressed air cylinders. While the tank was operating, the diesel pumped up a pressure of 150 atm. Then, when it was time to start, air flowed through the distributor directly into the combustion chambers, causing the crankshaft to rotate. This system ensured starting even with a missing battery.
Lubrication system
The motor was lubricated with MK aviation oil. The lubrication system had 2 oil tanks. The diesel engine had a dry sump. This was done so that when the tank rolls heavily on rough terrain, the engine does not go into oil starvation. The operating pressure in the system was 6 - 9 atm.
Cooling system
The tank's power unit was cooled using two radiators, the temperature of which reached 105-107 °C. The fan was powered by a centrifugal pump driven by the engine flywheel.
Fuel system features
The NK-1 high-pressure fuel pump initially had a 2-mode regulator, which was later replaced with an all-mode one. The injection pump created a fuel pressure of 200 atm. Coarse and fine filters ensured the removal of mechanical impurities contained in the fuel. The nozzles were closed type.
Respect to the author of the article!!!
However, the list of materials on the shortcomings of the T-34 tank is not yet complete enough.
If you add to the main article, I will be only glad.
After all, the weakest point of the T-34 tank was its “bracelets”. This is what designers call tracks. The tank had the miraculous ability to take off his shoes. For various reasons and for the slightest reason. Even the tanker’s ritual arose as soon as the column of mechanics stopped - the drivers jumped out and tapped the outer half-fingers with a sledgehammer.
The tank's suspension greatly contributed to its removal. More precisely, its absence. The suspension was nominal, because practically it was constantly in a compressed form. The clearance decreased - the caterpillar received excessive slack.
This is due to the ever-increasing combat weight and low technology for manufacturing springs. The springs were hardened “by eye” and no one preset them
Guidance mechanisms. T-34 With electric drive. But in fact they were simply twisted by hand.
And the Germans have jewelry hydraulics, the Americans have a gun stabilizer.
Let's move on. Engine
The author is a little mistaken about its origin and design. Diesel is brilliant and we still haven’t come up with a full-fledged replacement for it. The T-90 still has the same diesel engine, the differences are in the details
That's not what this is about. Diesel was good. BUT
It used Robert our Bosch fuel equipment...
And no need to say that ours learned how to sharpen it themselves with a file. The Soviet Union never learned how to make diesel fuel equipment until its collapse.
The second thing is that a specialist in setting up diesel equipment is even now worth his weight in contemptible metal. And then? - Well, probably about 10 people in the whole country.
And strange things. It turns out that from fifty to seventy percent of T-34 tanks were produced in gasoline versions. And somehow these numbers don’t seem dubious to me
Gasoline engine on the T-34
Let's start from the end, that is, with the installation of a gasoline engine on the T-34 tank. This actually happened. From the autumn of '41 until the summer of '42, diesel engines were practically not produced. And they began to install the MT-17 gasoline engine on the T-34 tank. This is a German aircraft engine of a primitive design, which we produced under license.
Its antiquity is visible even in the photograph - the engine does not have a cylinder block, each cylinder has its own jacket.
MT-17 is a tank version of the engine. Despite its ancient design, the engine was ideal for the tank. With the help of simple adjustments, it allowed its power to be changed from three hundred eighty to seven hundred horsepower. In terms of torque at low speeds, it was superior to the tank diesel of the T-55 tank. Theoretically, he needed aviation gasoline, but practically, given its huge cylinder volume and low compression ratio of 5.5, it could run on anything. It had a resource of three hundred hours and was well mastered in production. The price was five times cheaper than diesel. All that remained was to move the fuel tanks from the fighting compartment to the stern, and it would have turned out to be a pretty decent tank with a cheap engine mastered in production.
This tank, only with a diesel engine, was produced in several copies.
As for the famous V-2 diesel engine, which was installed on the T-34, there are many myths about it.
The first myth tells that the B-2 is so wonderful because it came from aviation. There were two aviation diesel engines in development. AD-1 had a cylinder camber angle of forty-five degrees and not sixty like the V-2, and the cylinder diameter was one hundred and fifty millimeters with a piston stroke of one hundred and sixty-five millimeters, versus one hundred and fifty to one hundred and eighty for the V-2 engine. The AN-1 diesel engine generally had cylinders with a diameter of one hundred and eighty millimeters and a piston stroke of two hundred.
These parameters will be mentioned often in the article because they are the main ones when describing the engine.
The aviation trace is manifested in the fact that diesel engineers were advised by designer Klimov. He was in the process of producing, under license, a French aircraft engine, which in the homeland was designated as M-100.
Myth two. The Germans were unable to copy our wonderful diesel engine. If we consider that we purchased fuel equipment for diesel engines in Germany before the war, then this myth is not true.
Myth three. The V-2 engine is so wonderful that its descendants are still on the T-90 tank. Here I want to disappoint you, the descendants of the B-2 are still on modern tanks because the country’s leadership had sheep for a long time. They spent all the people's money on the development of a tank gas turbine and on an exotic diesel engine for the T-64 tank. There is simply no money left for a regular diesel engine.
Here I would like to make a small lyrical digression. Our country is potentially rich, but three types of completely different tanks are too much for one country. And two more types of attack helicopters. Even richer America does not allow this to happen.
Modern science recommends that the cylinder diameter be equal to the piston stroke length. The first to use this was aircraft engine designer Shvetsov. He took as a basis the piston group of the American Wright Cyclone engine, produced here under license as the ASh-63, with dimensions of one hundred fifty-five by one hundred seventy-five and reduced the piston stroke length to one hundred and fifty millimeters. As a result, the best Russian piston aircraft engine, ASh-82, appeared.
As you can see, in the descendants of the B-2, the dimension of the piston group is far from ideal.
Our new tank has a new diesel engine. For it, the cylinder diameter was taken to be one hundred and fifty millimeters, and the piston stroke was reduced to one hundred and sixty millimeters. As a result, engine capacity decreased from 38.88 liters to 34.6 liters, but power increased from one thousand horsepower to one thousand five hundred horsepower. And the liter capacity has almost doubled.
The famous B-2 and its famous fan extend far beyond the dimensions of the engine, which is why thirty centimeters of hull height were added to the hull of the T-34 tank.
The last of the B-2 family (in the top photo) with a power of one thousand horsepower and a new engine with a power of one and a half thousand horsepower installed on the T-14 tank and the T-25 infantry fighting vehicle - you can read about them on this website.
As for seventy or even fifty percent of T-34 tanks produced with a gasoline engine, this is a strong exaggeration.
