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The BMW 802 was a large air-cooled radial aircraft engine, built using two rows of 9 cylinders to produce what was essentially an 18-cylinder version of the 14-cylinder BMW 801. Although promising at first, development dragged on and the project was eventually cancelled to concentrate on jet engines instead.〔Gunston 1989, p.27.〕 ==Design and development== Soon after the 801 entered testing, BMW engineers turned to building much larger versions. One idea was to bolt two 801's back to back. Although seemingly simple, the resulting BMW 803 was in fact fantastically complicated, even giving up on air cooling to be liquid-cooled instead. Another idea was to add more cylinders to the 801 design, and since radials need to have an odd number of cylinders per row, the next "size up" was a two-row 9-cylinder design, the 802, which emerged having an almost identical displacement to the American 18-cylinder Wright R-3350 Duplex Cyclone two-row air-cooled radial aviation engine and just 3.3 cubic inches larger than the British Bristol Centaurus. One problem with the 801 was its poor altitude performance, due almost entirely to the single-stage two-speed mechanical supercharger it used. Since the 802 was not a necessity given the success and emerging flexibility of the 801's basic design, the engineers decided to take the time needed to address this problem by including an improved two-stage〔Christopher, p.81〕 three-speed supercharger. The lowest-speed setting would not "rob" as much power at low altitudes, allowing the engine to produce 2,600 PS (1,912 kW) for takeoff, and still produce 1,600 PS (1,176 kW) at . This was a dramatic improvement on the 801A's 1,600 PS (1,176 kW) for takeoff and 1,380 PS (1,015 kW) maximum at 15,100 ft (4,600 m), especially notable considering the engine was less than 30% larger in displacement. In addition, airflow through the engine had been carefully managed to enable the straightest possible path into and out of the engine.〔Christopher, pp.81-2〕 A fan and stator compressed incoming air, then fed into the supercharger; remaining air was channeled in three paths: through the intercooler and the front and rear cylinder baffles; all three streams rejoined behind the rearmost row of cylinders into the exhaust.〔Christopher, p.82〕 The combination of the fan and ejector thrust from the exhaust balanced the total internal engine drag.〔Christopher, p.82〕 The engine weighed ,〔Christopher, p.81〕 the same weight as the complex twinned Daimler-Benz DB 601s that comprised the troubled "DB 606" power systems, best known for powering the Heinkel He 177A heavy bomber, each of which generated some 2,700 PS (1,986 kW) at sea level for takeoff — the American Wright Duplex-Cyclone, however, only weighed 1,212 kg (2,670 lb) for nearly the same displacement and engine configuration as the 802. The 802 was eventually projected to be capable of producing .〔Christopher, p.81〕 Development was still underway in late 1943 when BMW decided the project wasn't worthwhile. With their BMW 003 axial-flow turbojet engine finally maturing and considerably larger models of turbojet and even turboprop powerplants entering the prototype phase from both BMW and their competitors, it appeared that large piston engines weren't worth building. Postwar, the British scientific mission's leader, Sir Roy Fedden, called it "interesting and innovative" 〔quoted in Christopher, p.81〕 and considered it "one of the most interesting piston engines seen in Germany".〔Christopher, p.82〕 A further improvement led to P.8011, which replaced the supercharger with two smaller turbochargers, driving contra-rotating propellers. This raised the takeoff power to about 2,800 PS (2,059 kW), (some report 2,900 PS (2,133 kW)) and dramatically improved altitude performance. As with most German turbocharger projects, the lack of quality high-temperature alloys meant the project was never able to enter production. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「BMW 802」の詳細全文を読む スポンサード リンク
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