At any rate, the Junkers DB engine was much better designed due to it's variable speed turbo supercharger and fuel injection. Pretty sure the Allison had carb floats and it was the Rolls Royce Merlin which could fly inverted. A Messerschmitt Bf-109 is a MUCH smaller aircraft than a Spitfire, smaller than a P-51 Mustang, and positively miniscule next to a P-47 Thunderbolt. And yes, the Daimler-Benz DB601 and Junkers Jumo V12 aero engines were almost always mounted inverted, for aerodynamic reasons, mostly I believe. Also, having a remote oil tank (and oil cooling radiators) allowed designers to much more easily balance the plane they were engineering, by putting the weight of oil either somewhere near the balance point, or in the after fuselage, thus offsetting some of the weight of the engine. The real reason for dry-sumps in aircraft engines has more to do with oil consumption than it does the positioning of the engine, or the flight attitude of the plane-those are engines set up really rather loosely for long-running reliability, which also translates into oil usage that we'd not tolerate in a car. By contrast, the early Rolls Royce Merlins could not, until they got fuel injection. Yup, the Allison could be flown in any aerobatic or combat maneuver, due to it's carburetion, which was floatless. They did, however, mount DBs upside down.
No it wasn't mounted upside down, but it was flown upside down. An Auburn V12 tips the scales at nearly 1000lbs, and I would assume that the Pierce Arrow V12 is only slightly lighter than the Auburn. But, WAY too large for truck application, an Allison, even with all it's aluminum and magnesium castings, weighs in at nearly 2000 lbs. Allisons, like any other aircraft engine, were mounted "backwards" to automotive applications though, due to the propellor being in front of the engine, so the crankshaft has to come out that end of the engine. What makes it look that way is that the Allison engine has a gear-reduction propellor drive, that mounts the propeller shaft above the nose of the crankshaft. As for the Allison, yes those are drysump setups, but no Allison V12 was ever mounted upside down in use in aircraft. However, the Allison was single overhead cam, the Auburn was OHV, and the Pierce Arrow was a flathead. The Auburn and Pierce Arrow V12's were both 60-degree engines, as was the Allison. The biggest thing was size it was about twice the size of the V12s you are comparing it to. Notwithstanding, an Allison needed to operate upside down, which all hung off the back of the motor where a transmission would go.
#American lafrance v12 engine specs plus#
Plus the intake/carb/charger system was completely different than anything found on the road. The Allison was more round in shape and the Pierce-Arrow was much boxier. the head design was completely different, it had a dry sump, and many carried a turbo or super charger. That was about all that they had in common was 12 cylinders.
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