Museum entre.
Munktell museum entrance. Ref. 1
Eskilstuna museums
Munktellsmuseet air engines.
Text and pictures Björn Bellander. Bilder aktuella 2004, 2012, 2016
Back Officiall website  Swedish version
See also Munktellmuseum engines, Steam engine hall

since 060110
Updated
2021-06-25
© Björn Bellander

 
Daimler Benz DB605B, Pratt Whitney TW3C, Isotta Fraschini, Links.
How it started.

The Swedish Royal Air force ministry, or the European situation, forced the politicians to act in the beginning of 1940. All orders for military air planes had broke down. The English engines didn't arrive, the American Jeversky air planes were instead sent to the Philiphines, war ships from Italy were stopped. Saab was overloaded with orders for fighting air planes, but the air force could not decide what to put work in. J22, J23, B17 and B18 were on the move in Trollhättan, but there were no engines to be installed.

Now a skeleton agreements was written between Volvo, Air engine factory Trollhättan and Bolinder Munktell in order to start a construction of an air engine. This kind takes time. What to do between. In France, Germany hade taken as war booty a number of Pratt Whitney engines giving about 1000 hp.

They had a complicated production history in several countries like Polen. There were the same engine which was mounted in Jeversky. These engines were bought and paid by delivery of iron and special steel. But the goal for Sweden was to start production of an engine of their own.

Now there was an agreement with Bolinder Munktell and Swedish air engines Trollhättan (Old Nohab). Mainly the engine was to be copied, in spite of lack of license. During this time negotiations were done with Germany about a license for DB601. It was difficult as Reichluftministerium (Göring) could not made up their decision.
But suddenly everything continued and Sweden got a licens for DB605B. This production was mainly put at Bolinder Munktell and Swedish Air Engines Trollhättan. For this production new works were built in Arna mountain. New production units were ordered and workers were hired. Difficulties were to get trained engineers and mechanics. 50 fired shoe workers  from Örebro were hired and educated.

Agreements with the workers unit were signed for production of details in Eskilstuna. The Söderberg brothers got order to cast the crankcase. Extensive contracts were written with German sub deliverers for injection systems, light metal pistons, props from VDM and production of crankshafts.

Munktell also got a contract for overhauling of the delivered German engines and also swedish production and general service. There were big problems with the German engines and it also showed that Swedish industry was not ready to handle this high technological production. For this there were also to handle the standardization of replaceable spare parts.

It is supposed that "Measure-Johan´s" measure set was often used. Big delays arose and production could not start seriously until 1946 and at this time it was to late. In Finspång work was on for a reaction jet engine, but they never reach any acceptable level.

Only a small number of air engines were produced to be compared with the large number talked about in the beginning. But Eskiltuna got for this reason the most high technological production machine industry in Sweden.

Page 1

Created 20160228

Back

Air engines

Swedish version
 
Kolv/ventil.
Valve seat construction for DB605. A genius solution. Photo from former Skokloster museum. Ref. 1
Motor.
DB601 on the wall in the cafeteria
Mercedesmuseum
Stuttgart. Ref. 1


Links

SAAB J21-A

Daimler Benz DB engine

DB605 engine

SAAB J21

Motor.
DB 605 engine produced and mounted at Munktell Arna works.
Om DB 605 motor och Saab 21, B18.

J21 was projected during the turbulent time when WWII started. In Sweden the authorities realized that there was no air defence at all. 2 (J19) fighters were under construction and 2 fighter models were under production, B17 and B18. SAAB was overcrowded with work.

The air defence had ordered 200 fighters from America, but only 60 were delivered before USA was involved in the war.

1941 SAAB had a suggestion for a fighter J21 from the designer Frid Wännström. After several deliberations with RLM (Reichluftsministerium) Sweden got license to build DB605 with 1475 hk. The deliberation group also tried to buy BF 109, but here it was negative.

In this situation combat air aircrafts were bought from Italy. J11, J20 and Caproni bombers. These air aircrafts were far away as good as the Bf 109 and Spitfire. During this turbulence the J21 was not produced as fast as necessary. The J21 had lots of problems with the engine from Germany and Sweden's own license production of the engine had problems too.

Biggest was that the aircraft didn't get proper cooling and in the end this restricted the climbing ability of the aircraft. Nevertheless it was a type that got big  interest in the world and the design was closely followed by the belligerent countries. Noticeable most from Russia. They reported all problems involved.

This fighter was not delivered to the air wings until war was over. Even another air aircraft was designed. It was something between Bf109 and Mustang. This prolonged of course the production of J21.
During one month J21 was stopped in favour for the J23. Today we can say that if J23 was built it had for the time been a better aircraft than J21.

The problem that J21 had with cooling made that it was not possibly to tax the aircraft on ground. The mechanics had to threw water on the cooling packets. A redesign with electrical fans was done.

Also a catapult chair was designed. This became the solution of the escape problem. The first type of this kind of chair was done in Germany for the Heinkel He-280. The first jet air aircraft of the world 1941. Sorry to say SAAB never protected the design with patent. The English were before. This made some trouble between SAAB and deHavilland.

All J21 were rebuild to J21A or scraped. Through a decision that Sweden should not have any propeller aircraft any more. The development of J21 was stopped and a redesign was made for jet power.

License was bought for Goblin jet engines. Only 60 J21R were delivered because Sweden bought J28 Vampire from England.

The Swedish Air Force now had many different types of aircrafts. Spitfire, Mustang, Italian aircrafts, J21A, Vampire J28, J21R and J33. A mopping-up operation was done. Only 3 J21 were left for our history and one aircraft through different fates.

The engine from one of these was later sold to Germany for the last flying Bf109. Today (2006) the interest has come so far that action has taken to rebuild one J21A to a flying J21R. This project aircraft is the one in Air Force Museum. There is also one J21 with propeller.


The result of all negotiations became a production of the 14 cyl. star engine Pratt Whitney which then was mounted in the fighter J22. It was a light airplane and even if the engine was weaker it made good result in tested dog fights. Bolinder Munktell succeeded good with this production even if most engines were mounted in Trollhättan. Munktell museum doesn't  tell anything about this production..
Page 2

Back

Swedish version

 Slidmotor.
The type of engine first ordered for B17, B18. A two row slide star engine from Bristol. Read the link. Photo when visit Duxford air museum. It was never delivered from Bristol. Ref. 1

 Saab B18 Wikipedia

Suspended swedish projects

Bristol Taurus  

J22

Motor.
Pratt Whitney copy partly produced at Bolinder Munktell Works and assembled in Trollhättan. Photo from Malmö Technical museum. Ref. 49

About J22 and STWC engine from France.

At the Götaverkens aircraft section Sweden had a man named Bo Lundberg. He was stationed in America in order to deal with all contacts about export agreements of buying American fighter aircrafts.

Sweden had ordered 264 of the type Northrop Jeversky and Voultee Vanguard 48C. By these only 60 were delivered. Jeversky was designed by a Russian who had fled to America. When USA went into the war against the Japanese, this license was cancelled by the American president Roseevelt autumn 1940.

Sweden had long understood that this should happen. Lundberg had the order to put drawings for a Swedish fighter. He presented his concept when arriving home 1940. This aircraft got the designation J22. Note that number 21 already was reserved for J21 when SAAB had the commission to bring fighter J21.

J22 was not allowed to be build in aluminium. All this material should go to building the SAAB B17 and B18. A note about Al. In Sweden every household had to spare all aluminium foil in order to bring it for the defence. Old people may remember. Another note is that why Sweden built bombers when they really needed fighters to prevent an aggressor from destroying Swedish factories.

Lundberg choose to design the body and wings by a steel pipe framework. They were covered by birch veneer and was integrated with the framework.

This made that it got a very strong and light design. The engine, same as in B17 and Seversky J9, a 2 row star engine which gave 1065 hp. This gave the aircraft a better kg/ps than other fighters in Europe, although those normally had 1400 hp at that time.
Of course Lundberg had copied several things from the J9 and its engine. This engine, Nohab in Sweden was working to copy without any license. They didn't became ready with production with this until 1944. Where to find engines till that time.

Germany had in France taken a large number of engines of the type TWC3 as war booty. The same as for Jeversky fighter. The first 113 aircrafts were equipped with this engine. 

Sweden bought these engines by paying with iron and special steel. No one could deal with Germany when their Reich marks were totally worthless on the global market. Speaking the truth, Sweden had no money either.

For all iron Sweden sold, Germany had to pay in gold. That's why Sweden had an infected discussion about Jewish gold long after the war.

J22 was built of 17000 details. These were manufactured with the help of 12000 subcontractors from all of Sweden. Among these were Hägglund and Nordic Wood in Nyköping.

In Eskilstuna several machine workshops were established and became later delivery companies to the Swedish air industry. In order make this function they had to learn new accuracy and technique. This became the new start of the Swedish workshop technical evolution.

All details were gathered in the hangar of former ABA in Stockholm where they were put together. The last series was done in the locals of CVA in Arboga. First flight was 1942 and serial production started 1943.

Till 1946 198 aircrafts were built in 2 version and a few were rebuilt to reconnaissance aircraft scout. J22 was taken out of defence organisation 1952 and 3 aircrafts were kept for museums.
Read more about air engines.

The Swedish torpedoe boats had been bought from Italy already before the outbreak of WWII war. It was the well known marine director Curt Borgenstam who got this task. The reason why Italy became the salesman depended much on the fact that Sweden had good contacts with the Italian industry since Sweden bought Italian submarines. These boats were equipped with Isotta Fraschini engines, very handsome engines with configuration W3 or V2. This means 3x6 or 2x10 cylinders. Atlas Copco got the licens to build and service these engines and the new engine got the name Polar 815. The Italian produced was only named 815. After the war Atlas Copco cancelled this licens and Royal Air ministry moved this to Munktell. About this part of engine production the museum does not tell anything..
Page 3

Back

Swedish version

Motor.
Isotta Fraschini at Köpingscar museum. Ref. 1 
Info.
Isotta Fraschini info at former Skokloster museum. Ref. 1

Links


Caproni

Isotta Fraschini

Torpedoboats

About Swedish Torpedo boats

Motor.
Isotta Fraschini at Målilla Native yard. In this exhibition barn were a mixture of many hot bulb or pre chamber diesel engines were shown. But I was not thinking about Munktell when I visited the Målilla collection. Ref. 1

Munktells undertook service and production of spare parts for Isotta Fraschini when Atlas Copco cancelled their production for Polar 815. No information of this is told in the museum.

There are some names that a car interested person in Sweden must know and these they proudly mention in discussions during club meetings.

One of these names is Curt Borgenstam, navy attaché for Sweden. He was the man who built up the Swedish torpedo boats defence. Having such a work he could travel much and also was one of the men who bought the unhappy destroyers from Italy.

The engines that later were mounted in the Swedish built boats were Isotta Fraschini and one of them can be seen at this museum. It has three rows of 6 cylinders and is often called a W6 engine and had an output if 1500 ps. In those boats that were built in late 1950 three of these engines where working.

Have a look in the small picture to the left you can see "the handbrake level" which handles the coupling for idle running. Later the output was raised to 1800 ps. One type of torpedo boat engine, is T-100, had no reverse gear.

This boat had three V-20 diesel engines with 2500 ps each. Instead one engine was stopped and the camshafts pushed so the engine turned in opposite direction, when started.

This was done for example every time the boat made port. Isotta Fraschini engines were often built in airplanes which Sweden bought from Italy. Among them the Caproni bomber/reconnaissance.

Jan Blomkvist who was my boss during my time at Hedemora Diesel for some years, is today a reseller for Isotta Fraschini, placed in Hälsingborg.

Other Cars MC museums in this website
Back

Museumlist
Adalen car museum
Arnolds_cars & odds ends
Arvika car mc museum
Assa car museum
AUDI Ingolstadt
Autoseum
Autostadt

Barnfind Halsingland
Barnfind Katrineholm
Brosarp Museistation
Bjorkenas mopedmuseum
Brooklands England
Bugatti 2000
Bugatti 2018
BiancoRosso
BMW
Beaulieu England
Bynanders Car MC
Car sport museum Karlskrona
Chaparral carmuseum
Duxford England
Dalén musem
Eds Motorcycle museum
Enoch Thulin Landskrona
Falkoping MC Museum
Foundries and mines
Garage round in Halsingland
Grangesberg Nostalgi
Grafors Collection
Grangesberg Locos
Hannover air museum
Hassleholm mil. vehicles
Holmgren VW collection
Haynes England
Hjorted Mopedmuseum
Harnosand carmuseum
Huskvarna museum
Ivar Car museum Hoting
Koping car museum
Krylbo-Norbergs rail
Ladenburg
My Vehicles
Malmkoping mil. vehicle museum
Malmo Technical museum
Mercedes Benz 2000
Mercedes Benz 2018
MC-Collection Sweden
MC museum Hedemora
Motala museum
MotorTechnica
Munktell museum
Museum joerney 2018
My ArtGlas collection
NSU 2018
Otto Walz 2018
Outbordmuseum Varb.
Peugeot 2018
Porsche 2000
Porsche 2018
Rydaholms Car Museum
Robot Museum Sweden
Regnsjo, SAF cars
Panzeranzer museum
ScaniaVabis museum
Sinsheim museum 2000
Sinsheim museum 2018
Skokloster car museum
SSK Boxcar
SSK-series
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm museum
Sagen Technical museum
Surahammar MC
Swedish Air force museum
Swedish submarines
Torsong MC museum
Torsby Car MC museum
Technical museum Helsinb
Technical museum Stockholm
Ullared carmuseum
Volkswagen
Volvo Industrial museum
Ziegenhagen

Other sites
Military service
Travels (in Swedish)
My Heritage (in Swedish)

Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina

Pictures from the following owners have been used in bjorns-story.se with the appropriate allowance:
Reference 1: © Björn Bellander bjorn.bellander(at)telia.com

Reference 49: ©Picture from Wikipedia.
Best viewed in Internet Explorer 6.0 or later.
Best in resolution min 1024x768. No. of colors 256.
Videos are tested in Windows Media Player and Nero Player.

© Copyright Björn Bellander 2006-