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I find it difficult to believe some of the power figures thrown around the internet on the issue. Some quote up to 200 hp from one of these turbines. I don´t buy it. While there is quite a bit of energy in the exhaust gas itself it is primarily in the form of heat, which a turbine would have difficulty in extracting.

I am actually looking for a Curtiss Wright R-3350 Engine. We currently use this engine to create wind at our testing laboratory. any leads would be appreciated I am located in Ontario Californa.

Increase specific fuel consumption? Please explain. Are you just making things up?

The heat in the exhaust gas is extracted? Around 1 minute in. FYI...the idea is to extract power from the exhaust stream, that would normally be wasted.

*Velocity

Awesome Video! That is amazing engineering 👍

These vintage airplanes on static display all around the country do they get parts robbed off of them so other airplanes can fly?

Mag did the rear. Did you do a mag video? Love this series. Thank you.

I often wonder what a 4 stroke engine tuner could do with a factory boxed unit. Just to see what more development could have achieved.

I am unable to break loose that thrust nut. How did get this off? Did you heat the nut? Any help would be appreciated

Hello, I have a Jacobs L-6 model, can you share with me the manual as well? What size gear puller would i need remove the rear intermediate plate and gears? Thank you

Hello, did that rear crank case have to be pressed off, or does it come loose removing the bolts around the perimeter?

I'm curious about the viability of this system in an automotive application.

Use to overhaul those, 1649 Connie project

Where's the Fuel injection pumps sync. Bar..... don't see it.....????

Just found this I was a Copilot on DC-7s for an Airtanker outfit. Did that for 10 years. Much respect for the 3350 running them was as much art as science.

the '749 manual I have for fs9 tells me that the superchargers used on the Connie make the engine less efficient when in the high setting and reduce the BMEP. So if BMEP output is reduced, what does a turbo actually give me at that point? is it that at high altitude, you lose less power than you would without?

It is confusing at 2:26 Min. you said "at 4 rotations of the crank shaft" the disk should have moved One third of its entire revolution. It should have been: "at 2 rotations of the crank shaft (this is for all 4 strokes to happen) " the disk should have moved 1/3 of its entire revolution- because it rotates at 1/6 revs. multiplied by 2 revs. it gives you 1/6 of a CS rotation..., but then at 2:51 min. you said 2 CS rotations which is correct. Regardless of this little mistake, the explanation is excellent and very comprehensive. Best regards

I will never understand why so many Americans can't properly pronounce TUR-BINE, as it is so clearly spelled. A TUR-BIN is not a TUR-BINE. I'm incredibly interested in the subject. It's just hard to enjoy when I here Turbin. Can someone please explain this to me? Why is it only Americans that do this? At least some Americans... I've heard other Americans pronounce it correctly.

Didn't this engine set a distance record? The concept is used on the Detroit Diesel DD13/15 and the Volvo/Mack D13s

Thanks - I grew up to the sound of runaway turbo compounds!

Great video! Like many here, I'd never heard of this system, nor seen it on cutaways, to wonder what it was. I don't recall it being mentioned in Graham White's book either, though I assume it was, and I just don't remember. I'll be looking for it from now on - Thank you! How I'd love to have a set of old service manuals for the classic high-output piston engines - just to admire the mechanical drawings.

Good work. I understand you are restoring this engine for a museum; are they intending to run the engine?

Super

Can't see the diagram on a cell ph

Heh heh, "A-hole." Interesting video.

Where did you acquire this? I volunteer at an air museum which has a few flying aircraft with R-2800s, and this would greatly simplify valve adjustment!

PARTS recovery turbine!

Hi Mike, you sound pretty knowledgeable on the Jacobs engines, and enjoyed this video on the prop governor. Question: can a faulty prop governor cause low engine oil pressure? I have a jacobs 330 that was field overhauled. When it is run, oil pressure is good until we cycle the prop, at which point the oil pressure does the initial drop (as expected) but then never recovers... it stays low. No signs of leaking oil. Any advice?

does it also use a regular turbo stage ( turbine and compressor) and also this new turbine to crankshaft design? is that why it is called compound turbo? sorry im a little confused

In this computerized world it always impresses me that these enormously complex machines were designed using pencils and paper. In those days the designers had to visualize the third dimension.

They used this system on the Ryan Rainbow.

So a direct drive turbo with torque converters, got it.

Seems like a lot of complexity for very little gain .

Is this the shop in Payson?

You had me till you went vertiphone. Never record like that, it waste the camera.

thank you! first I hear of this :O

You need twin scroll technology in order to harvest those pulses without back pressure.

I was aware of the existence of these turbines but had no idea what they looked like. I'm genuinely surprised to see it's a smallish unit bolted to the side of the engine driven at an angle, I'd always envisaged something much more massive mounted inline with the crankshaft much like the supercharger.

This could have an efficiency impact on hybrid cars, and would be much simpler also, to use a turbo to drive an extra generator to charge the hybrid battery.

PRTs became more efficient at altitude because of the lower air pressure and less exhaust back pressure.

It's interesting to see this concept in use in that time period on aircraft. On a relatively constant sustained RPM application like an aircraft engine this system makes all the sense in the world. Years ago I was involved in an energy recovery system development project for the DOD. It was specifically for use on the Humvee where we were asked to recover exhaust energy and transmit it back through the accessory drive belt. It seemed like a misguided idea somebody thought up in a pentagon meeting room with no mechanical experience or understanding of turbines. As I pointed out at the top of this comment, this is great on things like aircraft, also locomotives, ships, stationary power plants, maybe even long haul trucks. If I am remembering correctly from our benchmarking study they use a similar system on heavy equipment, large bulldozers, and mining equipment as well. It's not a great application on a Humvee which is running intermittently, at different speeds and under different loads. On a long march you would see some efficiency gains but in typical combat use it would just be another piece of mechanical complexity to worry about in a battle zone. This is really cool, thanks for posting.

Awesome engineering

Although never put to much use, the P&W R4360 14 cylinder corncob engine was designed originally to make use of turbo compounding. If you look at the rear accessory housing of ANY R4360, you will notice it has three large humps designed to house three fluid couplers, driven by exhaust turbines, adding torque to the crankshaft. I have seen only one example of a fully functional turbo compound R4360 as a cut-away trainer. That trainer in our museum was acquired from the Oregon Museum of Science and Industry where it was on display until the museum moved to it's present location. The other unique feature of this trainer was a two speed nose reduction propeller gear box. It was designed to actually shift gears at altitude. Totally unique and unbelievable until you see it in person. I have many stories concerning the restoration and operation of that engine trainer.

I flew as a FE/FM for almost 9 years on our Unit's C-119G's with two R3350-89WA engines and then same aircraft later converted to C-119L's. They were supercharged and had water/alcohol injection for Takeoff. Each engine had three PRT's that generated 150 HP for each PRT at Takeoff Power for a total of 450 HP each engine. Our Unit, the 130th AW, was the very last Unit to fly the C-119's in the inventory and took them to the Bone Yard in September 1975. Two of our birds were preserved for static display .... 53-8084 at Little Rock and 53-8087 at the Special Forces Museum at Fort Bragg. The C-119L's were converted by replacing the Aeroproducts 4 blade prop with a more efficient 3 blade Hamilton Standard prop off of the C-121C Connies.

i had no idea such a thing existed. fascinating. Am i seeing things or does the rear bank of pistons have a smaller diameter

Interesting how 1 ring was below the wrist pin, that was common in wartime german engines. I can tell the engine was tight, perhaps you should have kept it together.

I flew DC-7s in the early 80s as air tankers, they had the 3350s with PRTs. 3400 HP for takeoff, either 2800 or 2900 continuous (can't remember.......lol) with 115/145 (purple gas), a bit less with 100/130 (green gas). The key to keeping the engine in one piece was to watch the temps closely and go easy on power changes. The other thing to watch was BMEP (Brake Mean Effective Pressure). If one cylinder goes low, there's a good chance that its exhaust valve is burning. I only flew in hot weather (fire season) and with 115/145, the takeoff manifold pressure was in the high 50s. With 100/130, it was low 50s. One thing I learned early on was if you mention PRTs to an A&P, you'll learn a whole new set of cusswords.........lol. The 3350 is a pretty amazing engine considering it first ran in 1937, back then there wasn't any sort of computer drafting or even calculators. If close was good enough, you used a slide rule, if it needed exact then you did the math on paper.

A huge capacity engine putting out a hellava lot of hot exhaust. 🔥 Every little bit helps.

I learned from an old Flight Engineer that the Connie and Super Connie were the best three engined aircraft flying with KLM Royal Dutch Airlines 🤣🤣🤣. Just kidding, beautiful aircraft from a long gone and different era