Isotta Frascini engine for Caproni bomber. Normally inverted. Ref 1
Isotta Frascini engine. Normally inverted. Ref 1
Former Skokloster museum, engines
Text and pictures Björn Bellander.
Pictures current 2004 2007,  5 pages
Back  Swedish version Museum closed.
See also my website  Skokloster museum cars
since 060105
Updated
2021-06-14

© Björn Bellander

 
Skokloster car and engine museum was one of the very oldest museums in Sweden. Because of this the museum owner had very interesting objects. Sorry to say the owner was getting old and the economy was bad because of too high rates. All museum objects were sold to the newly opened Autoseum in Simrishamn. The engines was sold by Autoseum as they didn't fit into their type of collection. One of the Isotta Frascini Caproni engines was sold to a race car builder and the result was shown at Motor Show Jönköping 2013.
Page 1
Created 20140301

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Swedish version

Isotta Fraschini engine for
Caproni Ca 313

Isotta Fraschini engine upright  mounted in service stand. Ref 1
Isotta Fraschini engine upright mounted in service stand. Ref 1
Isotta Fraschini info engine. Normally mounted in Caproni bomber. Ref 1
Isotta Fraschini info engine. Normally mounted in Caproni bomber. Ref 1 Isotta Fraschini engine mounted in service frame. Ref 1
Isotta Fraschini engine mounted in service frame. Ref 1

Links

Italian airplanes

 

Isotta Fraschini inverterted engine for Caproni bomber. Ref 1
Isotta Fraschini inverterted engine for Caproni bomber. Ref 1

Caproni was a very large Italian company which had earned much money by building different war planes during the two world wars.

During this time they produced one bomber type. Owner was Count Gianni Caproni and he knew how to make his industry strong.

For example he bought the Isotta Fraschini engine producer 1930. In this way he controlled engine production for his air planes, among them Caproni 313. This type was ordered by Swedish air force in 84 copies, but only 21 were delivered.

From the beginning this plane as aimed for transports between the Italian colonies. Later it was rebuilt to bomber. The main construction was by wood except front cockpit which used aluminum.

In Sweden the Caproni planes were named B16/S16 an used two inverted 750 ps 18 cyl V12 engines. ( One three row 18 cyl. Isotta torpedo boat engine can be seen at car museum in Koping.)

4 pilots were used to handle this bomber. It was called the flying coffin because of all the crashes.

It was also shown that the Caproni production had not been so careful with material, why most accidents depends on this.

For example main wooden beams were involved with knots. All Capronies were sent to Såtenäs where Swedish Air force had gathered  furniture joiners from Tibro area. They rebuilt all wooden constructions during large secretes.

An eventually justification for this way of building a war plane was that the lifetime in battle was only 5 minutes. This was a figure during the "Blitz".

As soon as the B17 were delivered to the Swedish Air Force the Capronis were rebuilt to a reconnaissance type. Caproni company built very advance war planes during the 30 th and they were one the first company to deliver jet fighters.

After the war many of the Caproni companies survived. During the 40 th they built motorcycles which were copies of the Zündapp.

1983 Caproni was bought by Augusta and the name disappeared.


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Swedish version

Isotta Fraschini

Info Swedish torpedo  boats. Ref 1

Info Swedish torpedo boats. Ref 1Info Swedish torpedo boat engines. Ref 1
Info Swedish torpedo boat engines. Ref 1Control place for the engine. Ref 1
Control place for the engine. Ref 1
Isotta Frashcini  Målilla hembyggdgård. Ref. 1
3 Row Isotta Fraschini Målilla hembyggdsgård. Ref. 1



Links

Caproni

Isotta Fraschini

Torpedo boats

About MTB engines

Isotta Fraschini torpedo engine 1500 ps. Ref 1
Photo from Koping car museum.

There are many names that car interested person in Sweden have to know about. Among those discussions in club meetings are talking about. 

Some are Hedlund, Mannerstedt, Mellde and Curt Borgenstam. The last one was Marin director and was one of them who built the Swedish torpedo boat system.

As being this man he had to travel very much and specially to Italy. There he ordered most of the Swedish war material. All of it were unhappy constructions and specially the the Swedish destroyers.

The engines which later were mounted in the Swedish built torpedo boats were Isotta Fraschini. One can be seen in the museum.

The engine had 3 rows with 6 cyl. and gave 1500 ps. In the Swedish torpedo boats built i Sweden were up to three engines mounted in each boat.

Far back on the engine besides the "hand brake lever" you can se what was celled the running coupling. This was used for controlling the output effect. 

For later Swedish boats the effect was raised to 1800 ps.

One type of engine, the T-100 had no reverse. Instead one engine was stopped and the second engine and it was started if needed, It was only running some seconds. This was done when making port.

Isotta Fraschini engines were often used in air planes bought by Sweden from Italy. Among them Caproni.

Jan Blomkvist who was my chief during my time at Hedemora Diesel is still today reseller of Isotta Fraschini in Helsingborg.

I got a mail from Rune Olsson who had worked on different torpedo boats. He declared with knowledge, in a better way, the handling of these type of engines. Se link.


Page 3

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Swedish version

Mercedes DB605

Packard Merlin

Info Mercedes DB 605 Swedish made. Ref 1
Info Mercedes DB 605 Swedish made. Ref 1 Info Packard Merlin. Ref 1
Info Packard Merlin. Ref 1 Mercedes DB 605 Swedish made. Ref 1
Mercedes DB 605 Swedish made. Ref 1
Four valves cylinder. Ref 1
Four valves cylinder. Ref 1

Links

Munktells

Early ( Packard?) Merlin. Ref 1
Early ( Packard) Merlin. Ref 1
 
Transcript from museum info.
Daimler Benz DB605
Water cold inverted V12, cut as information engine. 1475 hk . Cyl volume 35,75 liter. Weight 720 kg.
Saab J21 engine. Built 1945-1951. Antal: 301 (attack and fighter version).
Project leader F. Wenström, Saab AB Linköping.

Swedish aspiration was to within the country produce suitable airplanes was growing stronger after all unsuccessful trials to buy airplanes from abroad in a crisis situation. Construction for a new fighter started at Saab already 1941.

The problem was which engine could be bought for this plane. Negotiations with the German company Daimler Benz was in progress primarily for the type DB601. License was granted later for the DB605 giving 1475 ps and Saab could go on with this very unconventional construction engine. A V12 water cold inverted engine. It was placed behind the pilot between the double rear ends, a gun powder ejection seat. This seat could fire the pilot over the propeller field for emergency.

Nose wheel, panzer protected seat, self tightened fuel tanks and so on. This was the last constructions. As a serial fighter J-21 was the first fighter equipped with ejection seat.

The air plane was very easy to fly, the nose wheel made it easy to land and the view was good when no propeller made it easy. The turning in advanced flying was excellent and dog fighting was very good.

One could rely on the powerful engine and it could run for a long time. The position of the pilot just behind the weapons which were concentrated in the nose gave shooting a good precision in all situations.

Transcrpt from museum info.
Packard Merlin engine USA 1944-1953.
V12 giving 1695ps. Mounted in the American fighter North American P-51 D "Mustang". This fighter type was named J26 in Sweden and S26 as reconnaissance. The number of planes in Sweden was 161.

The purchase of Mustang fighters during 1944-1945 was due to that the Swedish industry were working with the coming production of J29 "Barrel" and there was no capacity left to supply fighter planes.

The opportunity arise to buy airplanes from the American surplus stores in Europe. This was also very favorable from economical view.

The Mustangs were supposed by many to be the most successful fighter during the WWII. It was the favorite plane by all American pilots and had a top speed of  near700 km/h.

Even if the crash percent in the first years was rather high because of the pilots lack of practice this new heavy type - with full arming and extra fuel tanks the weight was 5 tons. The flying distance was max 3000 km.

The Mustang were taken out of service 1952 when J29 started to be delivered. Now the Jet age was a fact.


Page 4

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Swedish version

Nohab My VI

Info Swedsih Air Force engine. Ref 1
Info Swedsih Air Force engine. Ref 1

Links

Bristol My VII

Fokker S6

Fiat A14 600 ps. Ref 1
Fiat A14 600 ps. Ref 1

Transcript from museum info.
Since the Swedish air force was organized as a self-governed defense system. Now it was necessary to acquire suitable air planes.

From the Fokker factory 14 planes were ordered.

Equipped with different kind of engines 450 ps, Fiat A14 with 600 ps (according to the pictures, and Nohab Mercury My VI with  600 ps. From the 49 Fokker planes, 35 were license produced in Sweden, 10 were equipped with the engine type seen on the museum.

Nohab Mercury Mt VI A. Rotating to the left air cold 9 cyl. star engine with 600 ps at 2300 rpm. 2300 rpm was allowed during 5 min. Normally it had to be 2000 rpm. Consumption was 7 litrs of oil and 130 litres of fuel. Top speed wit 600 ps was 240 km/h.

This type of plane could also be found in Norway, Denmark and Finland, and also some countries in Europe. It became one of the most well used planes in the air force.

This Fokker became the most well known military plane among people during a long time.

TheFokker type also hade equipment to start on water. This type of stations were found in the lake of Roxen, Vättern, Storsjon in Jamtland and other places.

In wintertime it was equipped with skies, normally 4 skies. For this reason it can be active over whole of Sweden.

It could be armed with 200 kg bombs + a fixed machine gun, which could fire through the propeller field. It was the Dutch owner of Fokker factory Anthony Fokker who constructed the first synchronization device to be able to shot like this.

Before Anthony Fokker the French had with no success tried to solve this problem.Fiat A14 600 ps. Ref 1


Page 5

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Swedish version

Thulin rotation engine ca 90 ps

Production id Thulin engine. Ref 1
Production id Thulin engine. Ref 1Detail how one pushrod opens both inlet and exhaust. Ref 1
Detail how one pushrod opens both inlet and exhaust. Ref 1Info Thulin engine. Ref 1
Info Thulin engine. Ref 1Info museum engine. Ref 1
Info museum engine. Ref 1

Links

 

Thulin engine probably 90 ps model. Ref 1
Thulin engine probably 90 ps model. Ref 1

About rotation engine which was the lucky hit by Enoch Thulin. He planed a long time to copy without a license.

In the beginning Enoch didn´t get any engine to copy. Hugo Sundstedt had flown a Farman plane from the factory to Sweden and it had a suitable engine.

At Sundstedt home arrival he crashed the plane. The plane was confiscated to secure import taxations. This was just before WWI started.

Now Sweden had to mobilize and the taxation was paid by Swedish state. The plane was sent to AETA in order to be repaired. Now Thulin had an engine to copy. Some parts were sent to Sandviken in order control material type and it's heat treatment.

The plane was renovated and Sundstedt got his plane back. On the other hand he soon crashed it again.

All Kind of Farman planes had pushing propellers. It was two seats with an observer in front. Enoch travelled 1915 to France and succeeded to get drawings and also a  license for the engine.

Thulin has twice said to Pallle Mellblom: "This we don`t tell anyone".  The first when he informed Palle when the rotation engine should be copied without license and the second time when he landed with his three engine seaplane, behind island of Ven. Two engines had stopped on his Thulin H.  

As we know Enoch fixed a license when he travelled to France 1915.

At the same time he bought a Morane-Sauliner plane including license and drawings. This type became the main construction for all AEATA models.

These rotation engines was the best type of engines at this time in relation to weight and effect. They were developed from seven to 9 cylinders and from 50 to 130 ps.

The construction was though sensible for working temperature. It consumed lubrication oil which was castor oil. It could be compared with two stroke engines with separate oil tank.

In the beginning only the exhaust valve was controlled mechanical. Inlet valve opened and closed by inlet air streams. The development became that a pushrod controlled the openings for both. See picture of the Thulin A seven cylinder engine. When 90 and 130 ps engines came the valves was controlled separately. The producers in France and Germany also tried with double row cylinders. The time was gone and Mercedes had presented their 6 cylinder engine giving 190 ps.

The pilot could control the oil support through a pipe which transported the oil. It happened often that engine stopped if plane had flown to a high level and engine went cold.


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Pictures from the following owners have been used in bjorns-story.se with appropriate permission:
Reference 1: ©Björn Bellander   bjorn.bellander(at)telia.com
Reference 48:© From website

Reference 49: © Picture from Wikipedia
Website handle former Skokloster Museum
5 pages

© Copyright Björn Bellander 2006-