Mercedes D.III - Sideversjonshistorikk

Toro Andersen på 10. jul. 2015 kl. 15:31

2015-07-10T15:31:15Z

← Eldre sideversjon		Sideversjonen fra 10. jul. 2015 kl. 15:31
Linje 1:		Linje 1:
	1914 - 1915		1914 - 1915
	D III (F 1466, DF 160) 170 PS		D III (F 1466, DF 160) 170 PS

	[[Fil:DMG_Mercedes_D_III.jpg]]		[[Fil:DMG_Mercedes_D_III.jpg]]


	With over 12,000 units produced, the D III and further developed D IIIa recorded the highest production volume of all aero engines during World War I. The reasons for the great military demand were the engines high level of reliability and its advanced design. Among other things, the 6-cylinder inline engine featured steel cylinders and an overhead camshaft wih a vertical shaft drive.		With over 12,000 units produced, the D III and further developed D IIIa recorded the highest production volume of all aero engines during World War I. The reasons for the great military demand were the engines high level of reliability and its advanced design. Among other things, the 6-cylinder inline engine featured steel cylinders and an overhead camshaft wih a vertical shaft drive.

	6-cylinders, 14,778cc, 170-horsepower @ 1450 RPM		6-cylinders, 14,778cc, 170-horsepower @ 1450 RPM

	Featuring single cylinders enveloped by water jackets this was the first of the series of well known Daimler aero engines. A key identifier (from the D IIIa) is the water pumps position midway up the vertical drive shaft at the rear of the engine		Featuring single cylinders enveloped by water jackets this was the first of the series of well known Daimler aero engines. A key identifier (from the D IIIa) is the water pumps position midway up the vertical drive shaft at the rear of the engine

	~~{{Infobox Aircraft Engine~~
	~~\|type= [[Reciprocating engine\|Inline piston engine]]~~
	~~\|national origin =~~
	~~\|manufacturer= [[Mercedes-Benz\|Mercedes]]~~
	~~\|first run= {{avyear\|1914}}~~
	~~\|major applications=~~
	~~\|number built =~~
	~~\|program cost =~~
	~~\|unit cost =~~
	~~\|developed from = [[Mercedes D.II]]~~
	~~\|developed into =~~
	~~\|variants with their own articles =~~
	}}

			The '''Mercedes D.III''', or '''F1466''' as it was known internally, was a six-cylinder, SOHC valvetrain liquid cooled Straight-six engine aircraft engine built by [[Daimler Motoren Gesellschaft\|Daimler]] and used on a wide variety of German aircraft during World War I.The initial versions were introduced in 1914 at 160 hp, but a series of changes improved this to 170& hp in 1917, and 180 by mid 1918. These later models were used on almost all late-war German fighters, and its only real competition, the [[BMW III]], was available only in very limited numbers. Compared to the Allied engines it faced, the D.III was generally outdated.
	The '''Mercedes D.III''', or '''F1466''' as it was known internally, was a six-cylinder, [[SOHC]] valvetrain liquid cooled [[Straight-six engine~~\|inline]] [[~~aircraft engine]] built by [[Daimler Motoren Gesellschaft\|Daimler]] and used on a wide variety of German aircraft during [[World War I]].~~<ref>Gunston 1989, p. 101.</ref>~~ The initial versions were introduced in 1914 at 160 hp, but a series of changes improved this to 170&~~nbsp;~~hp in 1917, and 180 by mid 1918. These later models were used on almost all late-war German fighters, and its only real competition, the [[BMW III]], was available only in very limited numbers. Compared to the Allied engines it faced, the D.III was generally outdated.

	==Design and development==		==Design and development==
	The D.III was based on the same pattern as the earlier [[Mercedes D.II]], suitably scaled up for higher power settings. Like most inlines of the era, it used a large aluminum crankcase as the main structural component, with separate cylinders made from steel bolted onto it. The technology for screwing a threaded cylinder of steel into an aluminum crankcase did not exist at that time. Jackets for cooling water covered the top 2/3 of the cylinder, feeding a radiator via connections at the back of the engine.		The D.III was based on the same pattern as the earlier [[Mercedes D.II]], suitably scaled up for higher power settings. Like most inlines of the era, it used a large aluminum crankcase as the main structural component, with separate cylinders made from steel bolted onto it. The technology for screwing a threaded cylinder of steel into an aluminum crankcase did not exist at that time. Jackets for cooling water covered the top 2/3 of the cylinder, feeding a radiator via connections at the back of the engine.

	The D.III featured a rather prominent [[Overhead camshaft~~#Single overhead camshaft\|overhead cam]]~~ operating the single intake and exhaust valves, powered by a shaft running up from the [[crankshaft]] at the rear of the engine. Ignition was provided by ~~[[Dual ignition\|~~two sets of spark plugs]], one located on either side of the cylinders, each powered by a separate [[ignition magneto~~\|magneto]]~~ for redundancy. The ignition cables were protected in tubes running down either side of the cylinders. Fuel was fed into the cylinders via pipes on the left side of the engine as viewed from the rear, supplied from a twin-barrel [[carburetor]] located just above the crankcase. Both the fuel and oil reservoirs were pressurized by an air pump run off the crank.		The D.III featured a rather prominent Overhead camshaft operating the single intake and exhaust valves, powered by a shaft running up from the crankshaft at the rear of the engine. Ignition was provided by two sets of spark plugs, one located on either side of the cylinders, each powered by a separate ignition magneto for redundancy. The ignition cables were protected in tubes running down either side of the cylinders. Fuel was fed into the cylinders via pipes on the left side of the engine as viewed from the rear, supplied from a twin-barrel carburetor located just above the crankcase. Both the fuel and oil reservoirs were pressurized by an air pump run off the crank.

	The only obvious design change from the earlier D.II was to use separate cooling jackets for each cylinder, whereas the D.II used one jacket each for a trio of adjacent pairs of cylinders. Daimler also used the pistons of the D.III to produce the reduction geared, eight-cylinder 220~~ ~~hp [[Mercedes D.IV]] during this period, but it did not see widespread use. The lengthened crankshaft of the D.IV proved prone to breaking.		The only obvious design change from the earlier D.II was to use separate cooling jackets for each cylinder, whereas the D.II used one jacket each for a trio of adjacent pairs of cylinders. Daimler also used the pistons of the D.III to produce the reduction geared, eight-cylinder 220 hp [[Mercedes D.IV]] during this period, but it did not see widespread use. The lengthened crankshaft of the D.IV proved prone to breaking.

	==Production variants==		==Production variants==
	~~[[File:Daimler D.III LSide DMFO 10June2013 (14606972403).jpg\|thumb\|right\|200px\|Original 160 hp Mercedes D.III, with "side-slot" rocker-arm design SOHC valvetrain atop the cylinders.]]~~
	The original D.III was introduced in 1914. While it saw widespread use in early examples of the C-series of two-seat general-purpose biplanes, the D.III was too large for contemporary fighter designs and did not see use in that role. At the time, fighters were generally powered by lighter rotary engines of power output levels from 80 to about 110 hp, or by water cooled inline engines in the 100 to 120hp range such as the earlier [[Mercedes D.II]]. By 1916 new designs had grown in size and performance and the D.III became popular on new designs. By 1917 the D.III was being widely used in fighters, most notably on the famous [[Albatros D.I]]. Production of this version was essentially wound down by May 1917, with only a handful continuing to be delivered until October. British hp ratings being slightly different to the German PS or [[Horsepower#Metric horsepower (PS, cv, hk, pk, ks, ch)\|''Pferdestärke'']] standard, it is probable that this engine would have had a slightly higher rating under British HP numbers.		The original D.III was introduced in 1914. While it saw widespread use in early examples of the C-series of two-seat general-purpose biplanes, the D.III was too large for contemporary fighter designs and did not see use in that role. At the time, fighters were generally powered by lighter rotary engines of power output levels from 80 to about 110 hp, or by water cooled inline engines in the 100 to 120hp range such as the earlier [[Mercedes D.II]]. By 1916 new designs had grown in size and performance and the D.III became popular on new designs. By 1917 the D.III was being widely used in fighters, most notably on the famous [[Albatros D.I]]. Production of this version was essentially wound down by May 1917, with only a handful continuing to be delivered until October. British hp ratings being slightly different to the German PS or [[Horsepower#Metric horsepower (PS, cv, hk, pk, ks, ch)\|''Pferdestärke'']] standard, it is probable that this engine would have had a slightly higher rating under British HP numbers.

Toro Andersen på 10. jul. 2015 kl. 15:27

2015-07-10T15:27:17Z

← Eldre sideversjon		Sideversjonen fra 10. jul. 2015 kl. 15:27
Linje 1:		Linje 1:
	1914 - 1915		1914 - 1915
	D III (F 1466, DF 160) 170 PS		D III (F 1466, DF 160) 170 PS
			[[Fil:DMG_Mercedes_D_III.jpg]]
	With over 12,000 units produced, the D III and further developed D IIIa recorded the highest production volume of all aero engines during World War I. The reasons for the great military demand were the engines high level of reliability and its advanced design. Among other things, the 6-cylinder inline engine featured steel cylinders and an overhead camshaft wih a vertical shaft drive.		With over 12,000 units produced, the D III and further developed D IIIa recorded the highest production volume of all aero engines during World War I. The reasons for the great military demand were the engines high level of reliability and its advanced design. Among other things, the 6-cylinder inline engine featured steel cylinders and an overhead camshaft wih a vertical shaft drive.
	6-cylinders, 14,778cc, 170-horsepower @ 1450 RPM		6-cylinders, 14,778cc, 170-horsepower @ 1450 RPM

Toro Andersen på 14. apr. 2015 kl. 19:04

2015-04-14T19:04:35Z

← Eldre sideversjon		Sideversjonen fra 14. apr. 2015 kl. 19:04
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	A final version attempting to keep the D.III block competitive was the 200 hp (200-217 hp) '''D.IIIav''' (or avü), introduced mid-October 1918. The av used slightly longer pistons made of aluminum (possibly a first for a production engine), increasing the compression yet again, while at the same time allowing them to move faster due to the reduced weight. The maximum allowable RPM increased from 1,400 in the earlier models to 1,600 in the av, accounting for most of the gains in power. It is unclear if any av's saw service use. The increased use of [[Benzene\|Benzol]] in German aviation fuel may have helped this final upgrade of power, its higher octane rating being better suited for the higher compression ratio.		A final version attempting to keep the D.III block competitive was the 200 hp (200-217 hp) '''D.IIIav''' (or avü), introduced mid-October 1918. The av used slightly longer pistons made of aluminum (possibly a first for a production engine), increasing the compression yet again, while at the same time allowing them to move faster due to the reduced weight. The maximum allowable RPM increased from 1,400 in the earlier models to 1,600 in the av, accounting for most of the gains in power. It is unclear if any av's saw service use. The increased use of [[Benzene\|Benzol]] in German aviation fuel may have helped this final upgrade of power, its higher octane rating being better suited for the higher compression ratio.

	[[File:Early Mercedes D III Valvetrain,jpg.jpg\|thumb\|left\|200px\|Details of the original [[SOHC]] valvetrain for the German Mercedes D.III - note the rocker arm emerging from the "rocker box" through a slot in the box's side.]]		[[File:Early Mercedes D III Valvetrain,jpg.jpg\|thumb\|left\|200px\|Details of the original SOHC valvetrain for the German Mercedes D.III - note the rocker arm emerging from the "rocker box" through a slot in the box's side.]]


	[[File:Later Mercedes D III Valvetrain.jpg\|thumb\|right\|200 px\|Details of the later pattern SOHC Mercedes D.III valvetrain, using the relocated rocker box design, with rotary shafts to operate the fully-exposed rocker arms.]]		[[File:Later Mercedes D III Valvetrain.jpg\|thumb\|right\|200 px\|Details of the later pattern SOHC Mercedes D.III valvetrain, using the relocated rocker box design, with rotary shafts to operate the fully-exposed rocker arms.]]
	All of the D.III series were generally very similar to other models, with the exception of the piston profile, carburetor details and valvetrain details. It appears that upgrades were available for many of the engines, certainly for the III to IIIa, and IIIa to IIIaü. It would seem unlikely that early III's would ever make it to the IIIaü standard, as they would almost certainly have been worn out in service before then. The valvetrain changes concerned the layout of the rocker arms that operated the valves. Early models had square cases positioned directly over the cylinders with the rocker arms exiting through vertical slots cut into the sides of the boxes, as shown at left.<ref>{{cite web \|url=http://www.flightglobal.com/pdfarchive/view/1915/1915%20-%200984.html \|title=The Mercedes Engines on the Captured Aeroplanes \|author=<!--Staff writer(s); no by-line.--> \|date=December 3, 1915 \|page=948 \|website=http://www.flightglobal.com/pdfarchive \|publisher=Flightglobal Archive \|accessdate=February 14, 2014}}</ref> The earlier "side-slot" rocker arm design had also been used for the Mercedes D.I and D.II engines' valvetrains. In later versions of the D.III engines, the boxes were relocated rearward on the tubular camshaft housing, and the cylindrical rocker arm shafts protruded forwards through the front surfaces of the boxes, operating the now fully exposed rocker arms with the exposed shaft ends, as shown at right.<ref>{{cite web \|url=http://www.flightglobal.com/pdfarchive/view/1918/1918%20-%200685.html \|title=The 180 H.P. Mercedes Aero Engine \|author=<!--Staff writer(s); no by-line.--> \|date=June 20, 1918 \|page=683 \|website=http://www.flightglobal.com/pdfarchive \|publisher=Flightglobal Archive \|accessdate=March 2, 2015}}</ref> The newer arrangement was stated as being interchangeable as a set with the complete camshaft, rocker boxes, rocker arms and valve springs, with the D.III's earlier "side-slot" cam drive system design.
			All of the D.III series were generally very similar to other models, with the exception of the piston profile, carburetor details and valvetrain details. It appears that upgrades were available for many of the engines, certainly for the III to IIIa, and IIIa to IIIaü. It would seem unlikely that early III's would ever make it to the IIIaü standard, as they would almost certainly have been worn out in service before then. The valvetrain changes concerned the layout of the rocker arms that operated the valves. Early models had square cases positioned directly over the cylinders with the rocker arms exiting through vertical slots cut into the sides of the boxes, as shown at left.

			The earlier "side-slot" rocker arm design had also been used for the Mercedes D.I and D.II engines' valvetrains. In later versions of the D.III engines, the boxes were relocated rearward on the tubular camshaft housing, and the cylindrical rocker arm shafts protruded forwards through the front surfaces of the boxes, operating the now fully exposed rocker arms with the exposed shaft ends, as shown at right.

			The newer arrangement was stated as being interchangeable as a set with the complete camshaft, rocker boxes, rocker arms and valve springs, with the D.III's earlier "side-slot" cam drive system design.

	Confusingly, the "ü" was not an official part of the name. This leads to a number of problems in various references, which often confuse the IIIa with the IIIaü, listing the former as a 180 hp engine. It should also be noted that there are two D.IV engines, one the eight-cylinder based on the D.III pistons, and the later six-cylinder D.IVa which was essentially unrelated.		Confusingly, the "ü" was not an official part of the name. This leads to a number of problems in various references, which often confuse the IIIa with the IIIaü, listing the former as a 180 hp engine. It should also be noted that there are two D.IV engines, one the eight-cylinder based on the D.III pistons, and the later six-cylinder D.IVa which was essentially unrelated.

	The D.III line of engines would find themselves eclipsed in performance by the [[BMW IIIa]] of 185 and then 200 hp (British rated it at 230HP) in 1918, however, the small number of BMW's produced ensured that the Mercedes D.III series would be the primary German fighter engine up to the last month or two of the war and it would still be seen in very large numbers even at the end. At the end of the war the D.IIIaü would still be the numerically predominant German fighter engine. As a result the Fokker D.VII's (those not equipped with BMW IIIa's) and the Pfalz D.XII's would be engine limited in performance (as opposed to "airframe-limited") and yet would still be formidable adversaries to their Allied counterparts. The D.IIIaü was considered the optimum engine for the Roland D.VI, Pfalz D.IIIa, and Albatros D.Va fighters whose airframes were of an earlier, "all-wood" generation in design.		The D.III line of engines would find themselves eclipsed in performance by the BMW IIIa of 185 and then 200 hp (British rated it at 230HP) in 1918, however, the small number of BMW's produced ensured that the Mercedes D.III series would be the primary German fighter engine up to the last month or two of the war and it would still be seen in very large numbers even at the end. At the end of the war the D.IIIaü would still be the numerically predominant German fighter engine. As a result the Fokker D.VII's (those not equipped with BMW IIIa's) and the Pfalz D.XII's would be engine limited in performance (as opposed to "airframe-limited") and yet would still be formidable adversaries to their Allied counterparts. The D.IIIaü was considered the optimum engine for the Roland D.VI, Pfalz D.IIIa, and Albatros D.Va fighters whose airframes were of an earlier, "all-wood" generation in design.

	==Variants==		==Variants==
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	==Applications==		==Applications==
	~~{{Multicol}}~~
	* [[AEG C.IV]]		* [[AEG C.IV]]
	* [[AGO C.I]]		* [[AGO C.I]]
Linje 80:		Linje 87:
	* [[Halberstadt CL.II]]		* [[Halberstadt CL.II]]
	* [[Halberstadt CL.IV]]		* [[Halberstadt CL.IV]]
	~~{{Multicol-break}}~~
	* [[Hansa-Brandenburg C.I\|Hansa-Brandenburg C.I Series 63]]		* [[Hansa-Brandenburg C.I\|Hansa-Brandenburg C.I Series 63]]
	* [[Hansa-Brandenburg W.12]]		* [[Hansa-Brandenburg W.12]]
Linje 94:		Linje 101:
	* [[Pfalz D.XII]]		* [[Pfalz D.XII]]
	* [[Schütte-Lanz G.I]]		* [[Schütte-Lanz G.I]]
	* Germany's giant aircraft of WWI the [[Riesenflugzeug]]		* Germany's giant aircraft of WWI the[Riesenflugzeug
	~~{{Multicol-end}}~~

	== Technische Daten ==		== Technische Daten ==
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	Power-to-weight ratio: 0.492 kW/kg		Power-to-weight ratio: 0.492 kW/kg
	BMEP: 0.75 MPa (109.1 psi)		BMEP: 0.75 MPa (109.1 psi)

	~~==See also==~~
	*[[BMW IIIa]]
	*[[Liberty L-6]]



			===Bibliography===


	~~===Bibliography===~~
	~~{{Refbegin}}~~
	* Grey, C.G. ''Jane's All the World's Aircraft 1919'' (Facsimile ed.). London: David & Charles (Publishing) Limited, 1969. ISBN 0-7153-4647-4.		* Grey, C.G. ''Jane's All the World's Aircraft 1919'' (Facsimile ed.). London: David & Charles (Publishing) Limited, 1969. ISBN 0-7153-4647-4.
	* Gunston, Bill. ''World Encyclopedia of Aero Engines''. Cambridge, UK: Patrick Stephens Limited, 1989. ISBN 1-85260-163-9.		* Gunston, Bill. ''World Encyclopedia of Aero Engines''. Cambridge, UK: Patrick Stephens Limited, 1989. ISBN 1-85260-163-9.
	~~{{Refend}}~~

	==Eksterne lenker==		==Eksterne lenker==
	c
	* [http://www.flightglobal.com/pdfarchive/view/1919/1919%20-%200233.html 200 h.p. High Compression Mercedes Engine, ''[[Flight (magazine)\|Flight]]'', volume=XI, Issue 8, No. 530, 20 February 1919, pp. 233–236. (Contemporary technical description of the D.IIIaü with drawings and photographs, issued by the British Ministry of Munitions based on a captured example).]		* [http://www.flightglobal.com/pdfarchive/view/1919/1919%20-%200233.html 200 h.p. High Compression Mercedes Engine, ''[[Flight (magazine)\|Flight]]'', volume=XI, Issue 8, No. 530, 20 February 1919, pp. 233–236. (Contemporary technical description of the D.IIIaü with drawings and photographs, issued by the British Ministry of Munitions based on a captured example).]
	* [http://www.muzeumlotnictwa.pl/digitalizacja_archiwaliow/katalog.php?cz=763 Daimler Sechszylinder Flugmotoren. Type D III und D IIIa, 1917 (Mercedes D.III and D.IIIa aero engine manual).]		* [http://www.muzeumlotnictwa.pl/digitalizacja_archiwaliow/katalog.php?cz=763 Daimler Sechszylinder Flugmotoren. Type D III und D IIIa, 1917 (Mercedes D.III and D.IIIa aero engine manual).]
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	[[Kategori:Mercedes flymotorer]]		[[Kategori:Mercedes flymotorer]]
			[[Kategori:DMG motorer]]

Toro Andersen: /* External links */

2015-04-07T19:48:33Z

External links

← Eldre sideversjon		Sideversjonen fra 7. apr. 2015 kl. 19:48
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	{{Refend}}		{{Refend}}

	==~~External links~~==		==Eksterne lenker==
	c		c
	* [http://www.flightglobal.com/pdfarchive/view/1919/1919%20-%200233.html 200 h.p. High Compression Mercedes Engine, ''[[Flight (magazine)\|Flight]]'', volume=XI, Issue 8, No. 530, 20 February 1919, pp. 233–236. (Contemporary technical description of the D.IIIaü with drawings and photographs, issued by the British Ministry of Munitions based on a captured example).]		* [http://www.flightglobal.com/pdfarchive/view/1919/1919%20-%200233.html 200 h.p. High Compression Mercedes Engine, ''[[Flight (magazine)\|Flight]]'', volume=XI, Issue 8, No. 530, 20 February 1919, pp. 233–236. (Contemporary technical description of the D.IIIaü with drawings and photographs, issued by the British Ministry of Munitions based on a captured example).]

Toro Andersen: /* Eksterne lenker */

2015-04-07T19:48:10Z

Eksterne lenker

← Eldre sideversjon		Sideversjonen fra 7. apr. 2015 kl. 19:48
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	==External links==		==External links==
	~~{{Commons category}}~~		c
	* [http://www.flightglobal.com/pdfarchive/view/1919/1919%20-%200233.html 200 h.p. High Compression Mercedes Engine, ''[[Flight (magazine)\|Flight]]'', volume=XI, Issue 8, No. 530, 20 February 1919, pp. 233–236. (Contemporary technical description of the D.IIIaü with drawings and photographs, issued by the British Ministry of Munitions based on a captured example).]		* [http://www.flightglobal.com/pdfarchive/view/1919/1919%20-%200233.html 200 h.p. High Compression Mercedes Engine, ''[[Flight (magazine)\|Flight]]'', volume=XI, Issue 8, No. 530, 20 February 1919, pp. 233–236. (Contemporary technical description of the D.IIIaü with drawings and photographs, issued by the British Ministry of Munitions based on a captured example).]
	* [http://www.muzeumlotnictwa.pl/digitalizacja_archiwaliow/katalog.php?cz=763 Daimler Sechszylinder Flugmotoren. Type D III und D IIIa, 1917 (Mercedes D.III and D.IIIa aero engine manual).]		* [http://www.muzeumlotnictwa.pl/digitalizacja_archiwaliow/katalog.php?cz=763 Daimler Sechszylinder Flugmotoren. Type D III und D IIIa, 1917 (Mercedes D.III and D.IIIa aero engine manual).]


	[[~~Category~~:Mercedes ~~aircraft engines]]~~		[[Kategori:Mercedes flymotorer]]
	~~[[Category:Aircraft piston engines 1910–1919~~]]

Toro Andersen på 31. mar. 2015 kl. 09:44

2015-03-31T09:44:25Z

← Eldre sideversjon		Sideversjonen fra 31. mar. 2015 kl. 09:44
Linje 1:		Linje 1:
	1914 - 1915		1914 - 1915
	D III (F 1466, DF 160) 170 PS		D III (F 1466, DF 160) 170 PS

			With over 12,000 units produced, the D III and further developed D IIIa recorded the highest production volume of all aero engines during World War I. The reasons for the great military demand were the engines high level of reliability and its advanced design. Among other things, the 6-cylinder inline engine featured steel cylinders and an overhead camshaft wih a vertical shaft drive.
			6-cylinders, 14,778cc, 170-horsepower @ 1450 RPM

	Featuring single cylinders enveloped by water jackets this was the first of the series of well known Daimler aero engines. A key identifier (from the D IIIa) is the water pumps position midway up the vertical drive shaft at the rear of the engine		Featuring single cylinders enveloped by water jackets this was the first of the series of well known Daimler aero engines. A key identifier (from the D IIIa) is the water pumps position midway up the vertical drive shaft at the rear of the engine

Toro Andersen på 30. mar. 2015 kl. 23:48

2015-03-30T23:48:26Z

← Eldre sideversjon		Sideversjonen fra 30. mar. 2015 kl. 23:48
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	Featuring single cylinders enveloped by water jackets this was the first of the series of well known Daimler aero engines. A key identifier (from the D IIIa) is the water pumps position midway up the vertical drive shaft at the rear of the engine		Featuring single cylinders enveloped by water jackets this was the first of the series of well known Daimler aero engines. A key identifier (from the D IIIa) is the water pumps position midway up the vertical drive shaft at the rear of the engine


	~~<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->~~
	~~{\|{{Infobox Aircraft Begin~~
	~~\|name= D.III~~
	~~\|image = Daimler DIIIa.jpg~~
	~~\|caption = Mercedes D.IIIa mounted in a Fokker D.VII~~
	}}
	{{Infobox Aircraft Engine		{{Infobox Aircraft Engine
	\|type= [[Reciprocating engine\|Inline piston engine]]		\|type= [[Reciprocating engine\|Inline piston engine]]
Linje 24:		Linje 17:
	\|variants with their own articles =		\|variants with their own articles =
	}}		}}
	\|}

	The '''Mercedes D.III''', or '''F1466''' as it was known internally, was a six-cylinder, [[SOHC]] valvetrain liquid cooled [[Straight-six engine\|inline]] [[aircraft engine]] built by [[Daimler Motoren Gesellschaft\|Daimler]] and used on a wide variety of German aircraft during [[World War I]].<ref>Gunston 1989, p. 101.</ref> The initial versions were introduced in 1914 at 160 hp, but a series of changes improved this to 170 hp in 1917, and 180 by mid 1918. These later models were used on almost all late-war German fighters, and its only real competition, the [[BMW III]], was available only in very limited numbers. Compared to the Allied engines it faced, the D.III was generally outdated.		The '''Mercedes D.III''', or '''F1466''' as it was known internally, was a six-cylinder, [[SOHC]] valvetrain liquid cooled [[Straight-six engine\|inline]] [[aircraft engine]] built by [[Daimler Motoren Gesellschaft\|Daimler]] and used on a wide variety of German aircraft during [[World War I]].<ref>Gunston 1989, p. 101.</ref> The initial versions were introduced in 1914 at 160 hp, but a series of changes improved this to 170 hp in 1917, and 180 by mid 1918. These later models were used on almost all late-war German fighters, and its only real competition, the [[BMW III]], was available only in very limited numbers. Compared to the Allied engines it faced, the D.III was generally outdated.

Toro Andersen: /* Specifications (D.IIIaü) */

2015-03-30T23:47:13Z

Specifications (D.IIIaü)

← Eldre sideversjon		Sideversjonen fra 30. mar. 2015 kl. 23:47
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	General characteristics<br>		General characteristics<br>
	Type: 6-cyl. water-cooled in-line piston engine<br>		Type: 6-cyl. water-cooled in-line piston engine<br>
	Bore: 140 mm		Bore: 140 mm <br>
	Stroke: 160 mm		Stroke: 160 mm <br>
	Displacement: 14.8 l		Displacement: 14.8 l <br>
	Length: 1,650 mm		Length: 1,650 mm <br>
	Width: 490 mm		Width: 490 mm <br>
	Height: 1,070 mm		Height: 1,070 mm <br>
	Dry weight: 310 kg		Dry weight: 310 kg <br>
	Components		Components <br>
	Valvetrain: SOHC rocker operated single inlet and exhaust valves.		Valvetrain: SOHC rocker operated single inlet and exhaust valves.<br>
	Fuel system: Dual Mercedes twin-jet carburettors		Fuel system: Dual Mercedes twin-jet carburettors <br>
	Fuel type: Gasoline		Fuel type: Gasoline <br>
	Oil system: Pressure system; multiple plunger pump		Oil system: Pressure system; multiple plunger pump<br>
	Cooling system: Water-cooled		Cooling system: Water-cooled<br>
	Performance		Performance<br>
	Power output: 129.75 kW (174 hp) at 1,400 rpm (rated power at sea level), 152.12 kW (204 hp) at 1,600 rpm (maximum power at altitude)		Power output: 129.75 kW (174 hp) at 1,400 rpm (rated power at sea level), 152.12 kW (204 hp) at 1,600 rpm (maximum power at altitude)
	Specific power: 0.2259 hp/cu in (10.281 kW/l)		Specific power: 0.2259 hp/cu in (10.281 kW/l)<br>
	Compression ratio: 4.64:1		Compression ratio: 4.64:1<br>
	Specific fuel consumption: 0.412 l/kW/hour ~~(0.541 pt/hp/hour)~~		Specific fuel consumption: 0.412 l/kW/hour <br>
	Oil consumption: 0.027/kW/hour ~~(0.0355pt/hp/hour)~~		Oil consumption: 0.027/kW/hour
	Power-to-weight ratio: 0.492 kW/kg ~~(0.299 hp/lb)~~		Power-to-weight ratio: 0.492 kW/kg
	BMEP: 0.75 MPa (109.1 psi)		BMEP: 0.75 MPa (109.1 psi)

Toro Andersen: /* Specifications (D.IIIaü) */

2015-03-30T23:45:59Z

Specifications (D.IIIaü)

@@ Linje 129: / Linje 129: @@
 ==Specifications (D.IIIaü)==
--cyl. water-cooled in-line piston engine
+General characteristics<br>
-|bore=140  mm
+Type: 6-cyl. water-cooled in-line piston engine<br>
-stroke=160 mm
+Bore: 140 mm
-displacement= 14.8 l
+Stroke: 160 mm
-length=1,650 mm
+Displacement: 14.8 l
 Length: 1,650 mm
-width={{convert|490|mm|in|abbr=on|2}}
+Width: 490 mm
-height={{convert|1,070|mm|in|abbr=on|2}}
+Height: 1,070 mm
-weight={{convert|310|kg|lb|abbr=on|0}}
+Dry weight: 310 kg
 Components
 Valvetrain: SOHC rocker operated single inlet and exhaust valves.

Toro Andersen: /* Specifications (D.IIIaü) */

2015-03-30T23:44:17Z

Specifications (D.IIIaü)

@@ Linje 157: / Linje 157: @@
 components_other=
 performance_other='''BMEP:''' 109.1 psi
 ==See also==