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srcset="//upload.wikimedia.org/wikipedia/commons/thumb/c/cd/Liberty_L-12-1.jpg/330px-Liberty_L-12-1.jpg 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/c/cd/Liberty_L-12-1.jpg/440px-Liberty_L-12-1.jpg 2x" data-file-width="1024" data-file-height="767" /></a><figcaption>Liberty L-12 engine, from which Hyper Engine No.1 was derived</figcaption></figure> <p>The <b>hyper engine</b> was a 1930s study project by the <a href="/wiki/United_States_Army_Air_Corps" title="United States Army Air Corps">United States Army Air Corps</a> (USAAC) to develop a high-performance aircraft engine that would be equal to or better than the aircraft and engines then under development in Europe. The project goal was to produce an engine that was capable of delivering 1 hp/in<sup>3</sup> (46 kW/L) of engine displacement for a weight of less than 1 lb/hp delivered. The ultimate design goal was an increased <a href="/wiki/Power-to-weight_ratio" title="Power-to-weight ratio">power-to-weight ratio</a> suitable for long-range airliners and bombers. </p><p>At the time, no production engine could come close to the requirements, although this milestone had been met by specially modified or purpose-built racing engines such as the <a href="/wiki/Napier_Lion" title="Napier Lion">Napier Lion</a> and <a href="/wiki/Rolls-Royce_R" title="Rolls-Royce R">Rolls-Royce R</a>. A typical large engine of the era, the <a href="/wiki/Pratt_%26_Whitney_R-1830_Twin_Wasp" title="Pratt & Whitney R-1830 Twin Wasp">Pratt & Whitney R-1830 Twin Wasp</a> radial, developed about 1,200 hp (895 kW) from 1,830 in<sup>3</sup> (30 L) so an advance of at least 50% would be needed. Simply scaling up an existing design would not solve the problem. While it would have increased the total available power, it would also increase the weight, and thus not have any significant effect on the power-to-weight ratio. To meet the goals, more radical changes were needed.<sup id="cite_ref-White211_1-0" class="reference"><a href="#cite_note-White211-1"><span class="cite-bracket">[</span>1<span class="cite-bracket">]</span></a></sup> </p><p>Several engines were built as part of the hyper program, but for a variety of reasons none of these saw production use. Air-cooled engines from a variety of US companies were delivering similar power ratings by the early 1940s, and the licensed production of the <a href="/wiki/Rolls-Royce_Merlin" title="Rolls-Royce Merlin">Rolls-Royce Merlin</a> as the <a href="/wiki/Packard_V-1650" class="mw-redirect" title="Packard V-1650">Packard V-1650</a> provided hyper-like performance from an inline while the <a href="/wiki/Allison_V-1710" title="Allison V-1710">Allison V-1710</a> did the same from a US design, one produced as a private effort outside the hyper program. </p> <meta property="mw:PageProp/toc" /> <div class="mw-heading mw-heading2"><h2 id="Design_and_development">Design and development</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=1" title="Edit section: Design and development"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>Improvements in construction and lighter materials had already delivered some benefits on the way to higher <a href="/wiki/Power-to-weight_ratio" title="Power-to-weight ratio">power-to-weight ratios</a>. <a href="/wiki/Aluminum" class="mw-redirect" title="Aluminum">Aluminum</a> was being introduced in place of steel as the quality and strength of aluminum alloys improved during the 1930s; this lowered engine weight noticeably, but not enough to achieve a 50% overall improvement. To reach that goal, the power of the engine would also need to be increased. <a href="/wiki/Power_(physics)" title="Power (physics)">Power</a> is a combination of energy and the rate it is delivered, so to improve the power-to-weight ratio, one would need to increase the operating pressures of the engine, the operating speed, or a combination of both. Further gains could be made by eliminating losses like friction, combustion inefficiencies and scavenging losses, delivering more of the theoretical power to the <a href="/wiki/Propeller" title="Propeller">propeller</a>.<sup id="cite_ref-Biermann_2-0" class="reference"><a href="#cite_note-Biermann-2"><span class="cite-bracket">[</span>2<span class="cite-bracket">]</span></a></sup> </p><p>The USAAC engineers determined that it would study all three improvements. Before long, they concluded that increasing the combustion temperature and scavenging efficiency promised the greatest increases of all of the possibilities. To meet that goal, increasing engine speed seemed to be the most attractive solution. However, there were a number of practical problems that were impeding progress in these areas. </p><p>Increasing the <a href="/wiki/Compression_ratio" title="Compression ratio">compression ratio</a> is an easy change that improves the <a href="/wiki/Mean_effective_pressure" title="Mean effective pressure">mean effective pressure</a> (MEP), but leads to <a href="/wiki/Engine_knocking" title="Engine knocking">engine knocking</a> from inconsistent detonation. Uncontrolled, knock can damage the engine and was a major block on the way to improved power settings. This change would also increase the operating temperatures, which presented a problem with the valves. Valves were already reaching temperatures that would cause pre-ignition of the fuel as it flowed past them. </p><p>Increasing operational speed is also, theoretically, a simple change to the engine design. However, at high operating speeds the valves do not completely close before the cam opens them again, a problem called "<a href="/wiki/Valve_float" title="Valve float">valve float</a>". Valve float allows gases in the cylinder to escape through the partially open valve, reducing the engine efficiency. Increasing valve spring pressure to close the valves faster led to rapid cam wear and increased friction, reducing overall performance by more than any horsepower gained.<sup id="cite_ref-Taylor_3-0" class="reference"><a href="#cite_note-Taylor-3"><span class="cite-bracket">[</span>3<span class="cite-bracket">]</span></a></sup> </p><p>As valves were a key issue in both approaches to improved performance, they had been a major area of research in the 1920s and 30s. In the UK, <a href="/wiki/Harry_Ricardo" title="Harry Ricardo">Harry Ricardo</a> had written an influential paper on the <a href="/wiki/Sleeve_valve" title="Sleeve valve">sleeve valve</a> system for exactly these reasons, claiming it was the only way forward. He had some success in selling this idea, most notably to <a href="/wiki/Bristol_Aeroplane_Company" title="Bristol Aeroplane Company">Bristol Aeroplane Company</a> Engines, where <a href="/wiki/Roy_Fedden" title="Roy Fedden">Roy Fedden</a> became "a believer". Ricardo's friendly competitor, <a href="/wiki/Frank_Halford" title="Frank Halford">Frank Halford</a>, designed his own sleeve valve engine with <a href="/wiki/Napier_%26_Son" class="mw-redirect" title="Napier & Son">Napier & Son</a>, another prominent British engine maker.<sup id="cite_ref-Bingham_4-0" class="reference"><a href="#cite_note-Bingham-4"><span class="cite-bracket">[</span>4<span class="cite-bracket">]</span></a></sup> </p><p>The USAAC was not so convinced that the sleeve valve was the only solution. Ironically it was one of Ricardo's papers on the sleeve valve design that led to the USAAC's hyper engine efforts. In one late 1920s paper he claimed that the 1 hp/in³ goal was impossible to achieve with poppet valve type engines. The USAAC engineering team at Wright Field decided to test this claim by beating it. They proposed an engine of about 1200 cubic inches (20 L), hoping the engine's smaller size would lead to reduced <a href="/wiki/Parasitic_drag#Form_drag" title="Parasitic drag">drag</a> and hence improved <a href="/wiki/Range_(aircraft)" class="mw-redirect" title="Range (aircraft)">range</a>. </p> <div class="mw-heading mw-heading3"><h3 id="Hyper_No.1">Hyper No.1</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=2" title="Edit section: Hyper No.1"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p><a href="/wiki/Samuel_Dalziel_Heron" title="Samuel Dalziel Heron">Sam Heron</a>, head of development at <a href="/wiki/Wright_Field" class="mw-redirect" title="Wright Field">Wright Field</a> and a former colleague of Ricardo while Heron had been working at the <a href="/wiki/Royal_Aircraft_Factory" class="mw-redirect" title="Royal Aircraft Factory">Royal Aircraft Factory</a>, Farnborough, started working on the problem with a single-cylinder test engine that he converted to liquid cooling, using a <a href="/wiki/Liberty_L-12" title="Liberty L-12">Liberty L-12</a> engine cylinder. He pushed the power to 480 psi <a href="/wiki/Mean_effective_pressure" title="Mean effective pressure">Brake Mean Effective Pressure</a>, and the coolant temperature to 300 °F (149 °C) before reaching the magic numbers. By 1932, the USAAC's encouraging efforts led the Army to sign a development contract with <a href="/wiki/Continental_Motors_Company" title="Continental Motors Company">Continental Motors Company</a> for the continued development of the engine design. The contract limited Continental's role to construction and testing, leaving the actual engineering development to the Army.<sup id="cite_ref-White375_5-0" class="reference"><a href="#cite_note-White375-5"><span class="cite-bracket">[</span>5<span class="cite-bracket">]</span></a></sup> </p><p>Starting with the L-12-cylinder, they decreased the <a href="/wiki/Stroke_(engine)" title="Stroke (engine)">stroke</a> from 7 in to 5 in in order to allow higher engine speeds, and then decreased the <a href="/wiki/Bore_(engine)" title="Bore (engine)">bore</a> from 5 in to 4.62 in, creating the 84 in³ cylinder. This would be used in a V-12 engine of 1008 in³ <a href="/wiki/Engine_displacement" title="Engine displacement">displacement</a>.<sup id="cite_ref-Balzer28_6-0" class="reference"><a href="#cite_note-Balzer28-6"><span class="cite-bracket">[</span>6<span class="cite-bracket">]</span></a></sup> They used the L-12's <a href="/wiki/Overhead_camshaft" class="mw-redirect" title="Overhead camshaft">overhead camshaft</a> to operate multiple valves of smaller size, which would improve charging and <a href="/wiki/Scavenging_(automotive)" class="mw-redirect" title="Scavenging (automotive)">scavenging</a> efficiency. Continental's first test engine, the single-cylinder Hyper No.1, first ran in 1933. </p><p>They eventually determined that exhaust valves could run cooler when a hollow core filled with <a href="/wiki/Sodium#Metallic_sodium" title="Sodium">sodium</a> is used — the sodium liquefies and considerably increases the heat transfer from the valve's head to its stem and then to the relatively cooler cylinder head where the liquid coolant picks it up.<sup id="cite_ref-Balzer28_6-1" class="reference"><a href="#cite_note-Balzer28-6"><span class="cite-bracket">[</span>6<span class="cite-bracket">]</span></a></sup> </p><p>Liquid <a href="/wiki/Internal_combustion_engine_cooling" title="Internal combustion engine cooling">cooling systems</a> at that time used plain water, which limited operating temperatures to about 180 °F (82 °C). The engineers proposed using <a href="/wiki/Ethylene_glycol" title="Ethylene glycol">ethylene glycol</a>, which would allow temperatures up to 280 °F. At first they proposed using 100% glycol, but there was little improvement due to the lower <a href="/wiki/Heat_capacity" title="Heat capacity">specific heat</a> of the glycol (about 2/3 that of water). They eventually determined that a 50/50 mixture (by volume) of water and glycol provided optimal heat removal.<sup id="cite_ref-Balzer28_6-2" class="reference"><a href="#cite_note-Balzer28-6"><span class="cite-bracket">[</span>6<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="Hyper_No.2">Hyper No.2</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=3" title="Edit section: Hyper No.2"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>A second cylinder was added to Hyper No. 1 to make a horizontal opposed engine for evaluation of an horizontal opposed 12-cylinder engine. After running the modified engine with different combinations of cylinder bore and stroke, it was found that the high coolant temperature required to maintain the required output was impractical. A third high-performance single-cylinder engine was then constructed with lower operating parameters. This engine was designated "Hyper No. 2", and became the test bed for developing the cylinders that would become the O-1430-1.<sup id="cite_ref-Balzer28_6-3" class="reference"><a href="#cite_note-Balzer28-6"><span class="cite-bracket">[</span>6<span class="cite-bracket">]</span></a></sup> </p> <div class="mw-heading mw-heading3"><h3 id="Continental_O/V/IV/XIV-1430"><span id="Continental_O.2FV.2FIV.2FXIV-1430"></span>Continental O/V/IV/XIV-1430</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=4" title="Edit section: Continental O/V/IV/XIV-1430"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <style data-mw-deduplicate="TemplateStyles:r1236090951">.mw-parser-output .hatnote{font-style:italic}.mw-parser-output div.hatnote{padding-left:1.6em;margin-bottom:0.5em}.mw-parser-output .hatnote i{font-style:normal}.mw-parser-output .hatnote+link+.hatnote{margin-top:-0.5em}@media print{body.ns-0 .mw-parser-output .hatnote{display:none!important}}</style><div role="note" class="hatnote navigation-not-searchable">Main article: <a href="/wiki/Continental_I-1430" class="mw-redirect" title="Continental I-1430">Continental I-1430</a></div> <figure class="mw-default-size" typeof="mw:File/Thumb"><a href="/wiki/File:Continental_I-1430.jpg" class="mw-file-description"><img src="//upload.wikimedia.org/wikipedia/commons/thumb/5/59/Continental_I-1430.jpg/220px-Continental_I-1430.jpg" decoding="async" width="220" height="151" class="mw-file-element" srcset="//upload.wikimedia.org/wikipedia/commons/thumb/5/59/Continental_I-1430.jpg/330px-Continental_I-1430.jpg 1.5x, //upload.wikimedia.org/wikipedia/commons/thumb/5/59/Continental_I-1430.jpg/440px-Continental_I-1430.jpg 2x" data-file-width="2440" data-file-height="1671" /></a><figcaption>IV-1430-9 in the <a href="/wiki/National_Museum_of_the_United_States_Air_Force" title="National Museum of the United States Air Force">National Museum of the United States Air Force</a></figcaption></figure> <p>The Army apparently became concerned about the development of a suitable supercharger for high-altitude use, and for further development in 1934 they asked for a newer cylinder with slightly less performance and an increased volume of 118.8 in<sup>3</sup> from its 5.5 in (140 mm) bore and 5.0 in (130 mm) stroke. This size cylinder would then be used in a 1,425 in<sup>3</sup> 12-cylinder engine, delivering the same 1,000 hp, with a performance of 0.7 hp/in<sup>3</sup>. This placed its performance on a par with newer experimental engines from Europe like the <a href="/wiki/Rolls-Royce_Merlin" title="Rolls-Royce Merlin">Rolls-Royce PV-12</a>, at least when running on the higher-octane fuels the Army planned to use.<sup id="cite_ref-White376_7-0" class="reference"><a href="#cite_note-White376-7"><span class="cite-bracket">[</span>7<span class="cite-bracket">]</span></a></sup> </p><p>Another change was to the engine layout. The Army, convinced that future aircraft designs would use engines buried in the wings for additional streamlining, asked Continental to design a full-sized flat-horizontally opposed engine for installation inside a wing. The resulting engine was the Continental O-1430, which would require a ten-year development period which changed the layout to first an upright <a href="/wiki/V12_engine" title="V12 engine">V-12 engine</a> and later, an inverted V-12 engine before becoming reliable enough to be considered for full production as the Continental IV-1430 in 1943. By then other engines had already passed its 1,600 hp (1,200 kW) rating, and although the IV-1430 had a better power-to-weight ratio, there was little else to suggest setting up production in the middle of the war was worthwhile.<sup id="cite_ref-White376_7-1" class="reference"><a href="#cite_note-White376-7"><span class="cite-bracket">[</span>7<span class="cite-bracket">]</span></a></sup> </p><p>The project was eventually guided by the requirements in the "Request for data R40-C", which was included as a part of the Financial Year (FY) 1940 aircraft procurement program. </p> <div class="mw-heading mw-heading2"><h2 id="Request_for_data_R40-C">Request for data R40-C</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=5" title="Edit section: Request for data R40-C"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>As 1938 came to an end, war in Europe was imminent. At this point, European aircraft had greatly surpassed US designs.<sup id="cite_ref-Balzer7_8-0" class="reference"><a href="#cite_note-Balzer7-8"><span class="cite-bracket">[</span>8<span class="cite-bracket">]</span></a></sup> The two top USAAC fighters, the <a href="/wiki/Seversky_P-35" title="Seversky P-35">Seversky P-35</a> and the <a href="/wiki/Curtiss_P-36_Hawk" title="Curtiss P-36 Hawk">Curtiss P-36A</a>, were just able to hit 300 mph (480 km/h). Against the 340+ mph <a href="/wiki/Messerschmitt_Bf_109" title="Messerschmitt Bf 109">Messerschmitt Bf 109</a> they would be completely outclassed. One of America’s answers to this issue, the twin-engined <a href="/wiki/Lockheed_P-38_Lightning" title="Lockheed P-38 Lightning">Lockheed XP-38</a>, was entering an extended test program. </p><p>Although the XP-38 was able to fly at speeds in excess of 413 mph, its twin engines and relatively large frame meant it was large and heavy. This, in turn, meant the XP-38 was not as maneuverable as most single-engine fighters.<sup id="cite_ref-Balzer_9-0" class="reference"><a href="#cite_note-Balzer-9"><span class="cite-bracket">[</span>9<span class="cite-bracket">]</span></a></sup> The XP-38 also had a newly introduced liquid-cooled engine, the <a href="/wiki/Allison_V-1710" title="Allison V-1710">Allison V-1710</a>. The Allison's in-line vee cylinder arrangement allowed for a narrow aerodynamic shape that had less drag than the air-cooled radial engine fighters that predominated in America at the time.<sup id="cite_ref-Schlaifer_10-0" class="reference"><a href="#cite_note-Schlaifer-10"><span class="cite-bracket">[</span>10<span class="cite-bracket">]</span></a></sup> </p><p>The fighter aircraft procurement program for FY 1940 was contained in a document that was approved by Assistant Secretary of War Louis K. Johnson on 9 June 1939. That document was the "Request for Data R40-C", and unlike previous aircraft procurement requests, it was sent to only a limited number of aircraft manufacturers. The original document was to be sent to:<sup id="cite_ref-Balzer13_11-0" class="reference"><a href="#cite_note-Balzer13-11"><span class="cite-bracket">[</span>11<span class="cite-bracket">]</span></a></sup> </p> <ul><li><a href="/wiki/Bell_Aircraft" title="Bell Aircraft">Bell Aircraft Corporation</a></li> <li><a href="/wiki/Consolidated_Aircraft" title="Consolidated Aircraft">Consolidated Aircraft Corporation</a></li> <li><a href="/wiki/Curtiss-Wright" title="Curtiss-Wright">Curtiss-Wright Corporation</a> Curtiss Airplane Division</li> <li>Curtiss-Wright Corporation, St. Louis Airplane Division</li> <li><a href="/wiki/Grumman" title="Grumman">Grumman Aircraft Engineering Corporation</a></li> <li><a href="/wiki/Lockheed_Corporation" title="Lockheed Corporation">Lockheed Aircraft Corporation</a></li> <li><a href="/wiki/Republic_Aviation" title="Republic Aviation">Republic Aviation Corporation</a></li> <li><a href="/wiki/Vought" title="Vought">Vought-Sikorsky Aircraft Division, United Aircraft Corporation</a></li> <li><a href="/wiki/Vultee_Aircraft" title="Vultee Aircraft">Vultee Aircraft Division, Aviation Manufacturing Corporation</a></li></ul> <p>After final review and approval as Air Corps Type Specification XC-622, a further four manufacturers were added to the distribution: </p> <ul><li><a href="/wiki/Hughes_Aircraft" class="mw-redirect" title="Hughes Aircraft">Hughes Aircraft Corporation</a></li> <li><a href="/wiki/McDonnell_Aircraft" class="mw-redirect" title="McDonnell Aircraft">McDonnell Aircraft Company</a></li> <li><a href="/wiki/Boeing" title="Boeing">Boeing Aircraft Company</a></li> <li><a href="/wiki/Northrop_Corporation" title="Northrop Corporation">Northrop Aircraft, Incorporated</a></li></ul> <p>These companies had only ten days to agree to the terms of the document, and only 30 days to submit their designs. </p> <div class="mw-heading mw-heading3"><h3 id="FY_1940">FY 1940</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=6" title="Edit section: FY 1940"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>A total of 26 designs, with a mix of 16 engine models from six engine companies, were submitted by seven of the selected companies. These engines became known as the "Hyper Engines", a contraction of <b>Hi</b>gh-<b>per</b>formance engines. The submitted designs were graded using a "Figure of merit" (FOM) rating system, and then, using the FOM results (which ranged from 444.12 for the Allison V-1710-E8 to 817.90 for the Pratt and Whitney X-1800-A4G), they were separated into one of three groups. </p> <ul><li>Those placed in the first group were little more than modifications to existing designs. They were not considered to be sufficiently advanced.</li> <li>Those placed in the third group proposed using an engine that was unlikely to be developed into flying condition by the time the airframe was ready to fly. They were not considered to be viable in the time frame allowed.</li> <li>The remaining ten designs were placed in the second group: those that were an advancement in aeronautical engineering, with an engine that would be ready to fly, when needed.</li></ul> <p>Only three of these ten designs were approved, and contracts were made for a limited prototype run of three aircraft for each.<sup id="cite_ref-Balzer15_12-0" class="reference"><a href="#cite_note-Balzer15-12"><span class="cite-bracket">[</span>12<span class="cite-bracket">]</span></a></sup> </p><p>The three aircraft/engine combinations that were selected:<sup id="cite_ref-Balzer24_13-0" class="reference"><a href="#cite_note-Balzer24-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup> </p> <ol><li>Vultee Aircraft's Model 70 Alternate 2, (FOM score: 817.9), which became the <a href="/wiki/Vultee_XP-54" title="Vultee XP-54">Vultee XP-54</a>, powered by the <a href="/wiki/Pratt_%26_Whitney_X-1800" title="Pratt & Whitney X-1800">Pratt & Whitney X-1800-A4G</a> engine</li> <li>Curtiss-Wright St Louis' Model P248C, (FOM score: 770.6), which became the <a href="/wiki/Curtiss-Wright_XP-55_Ascender" title="Curtiss-Wright XP-55 Ascender">Curtiss-Wright XP-55 Ascender</a>, powered by the <a href="/wiki/Continental_IV-1430" class="mw-redirect" title="Continental IV-1430">Continental IV-1430-3</a> engine</li> <li>Northrop's Model N2-B (FOM score: 725.8), which became the <a href="/wiki/Northrop_XP-56_Black_Bullet" title="Northrop XP-56 Black Bullet">Northrop XP-56 Black Bullet</a>, powered by the <a href="/wiki/Pratt_%26_Whitney_X-1800" title="Pratt & Whitney X-1800">Pratt & Whitney X-1800-A3G</a> engine</li></ol> <table class="wikitable" width="90%"> <caption>The high-performance engines of FY 1940<sup id="cite_ref-Balzer24_13-1" class="reference"><a href="#cite_note-Balzer24-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup> </caption> <tbody><tr valign="top"> <th>Engine model </th> <th>Configuration </th> <th>Displacement </th> <th>Horsepower </th> <th>Specific<br />horsepower </th> <th>Weight </th> <th>Power to<br />weight ratio </th></tr> <tr> <td><a href="/wiki/Continental_IV-1430" class="mw-redirect" title="Continental IV-1430">Continental IV-1430-3</a> </td> <td>inverted V-12 </td> <td>1,430 in³ </td> <td>1,600 hp at 3,200 rpm </td> <td>1.12 hp/in³ </td> <td>1,615 lb </td> <td>.99 hp/lb </td></tr> <tr> <td><a href="/wiki/Pratt_%26_Whitney_X-1800" title="Pratt & Whitney X-1800">Pratt & Whitney X-1800-A3G</a> </td> <td>24 cylinder H-block </td> <td>2,600 in³ </td> <td>2,200 hp </td> <td>.85 hp/in³ </td> <td>3,250 lb </td> <td>.68 hp/lb </td></tr> <tr> <td><a href="/wiki/Pratt_%26_Whitney_X-1800" title="Pratt & Whitney X-1800">Pratt & Whitney X-1800-A4G</a> </td> <td>24-cylinder H-block </td> <td>2,600 in³ </td> <td>2,200 hp </td> <td>.85 hp/in³ </td> <td>3,250 lb </td> <td>.68 hp/lb </td></tr></tbody></table> <div class="mw-heading mw-heading3"><h3 id="FY_1941">FY 1941</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=7" title="Edit section: FY 1941"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>Three additional high-performance engines were considered for the USAAC's FY 1942 "Hyper" engine procurement program. They were:<sup id="cite_ref-Balzer24_13-2" class="reference"><a href="#cite_note-Balzer24-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup> </p> <ul><li><a href="/wiki/Wright_R-2160" class="mw-redirect" title="Wright R-2160">Wright R-2160</a> "Tornado"</li> <li><a href="/wiki/Pratt_%26_Whitney_XH-3130" title="Pratt & Whitney XH-3130">Pratt & Whitney H-3130</a></li> <li><a href="/wiki/Allison_V-3420" title="Allison V-3420">Allison V-3420</a></li></ul> <p>Not to be left out, the US Navy selected the <a href="/wiki/Lycoming_H-2470" class="mw-redirect" title="Lycoming H-2470">Lycoming XH-2470</a> for funding in FY 1942 as well.<sup id="cite_ref-Balzer24_13-3" class="reference"><a href="#cite_note-Balzer24-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup> </p> <table class="wikitable" width="90%"> <caption>The high-performance engines of FY 1941<sup id="cite_ref-Balzer24_13-4" class="reference"><a href="#cite_note-Balzer24-13"><span class="cite-bracket">[</span>13<span class="cite-bracket">]</span></a></sup> </caption> <tbody><tr valign="top"> <th>Engine model </th> <th>Configuration </th> <th>Displacement </th> <th>Horsepower </th> <th>Specific<br />horsepower </th> <th>Weight </th> <th>Power to<br />weight ratio </th></tr> <tr> <td><a href="/wiki/Allison_V-3420" title="Allison V-3420">Allison V-3420</a> </td> <td>24-cylinder <a href="/wiki/W_engine" title="W engine">W engine</a> </td> <td>3,421.2 in³ </td> <td>2,100 hp </td> <td>.61 hp/in³ </td> <td>2,600 lb (1,200 kg) </td> <td>.81 hp/lb </td></tr> <tr> <td><a href="/wiki/Lycoming_H-2470" class="mw-redirect" title="Lycoming H-2470">Lycoming XH-2470</a> </td> <td>24-cylinder horizontal opposed </td> <td>2,470 in³ </td> <td>2,300 hp </td> <td>.93 hp/in³ </td> <td>2,430 lb (1,100 kg) </td> <td>.96 hp/lb </td></tr> <tr> <td><a href="/wiki/Pratt_%26_Whitney_XH-3130" title="Pratt & Whitney XH-3130">Pratt & Whitney XH-3130</a> </td> <td>24-cylinder H-block </td> <td>3,130 in³ </td> <td>2,650 hp </td> <td>.84 hp/in³ </td> <td>3,250 lb (1,470 kg) </td> <td>.82 hp/lb </td></tr> <tr> <td><a href="/wiki/Wright_R-2160" class="mw-redirect" title="Wright R-2160">Wright R-2160</a> </td> <td>42-cylinder 7-bank </td> <td>2,160 in³ </td> <td>2,350 hp </td> <td>1.09 hp/in³ </td> <td>2,400 lb (1,100 kg) </td> <td>.98 hp/lb </td></tr></tbody></table> <div class="mw-heading mw-heading2"><h2 id="Program_end">Program end</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=8" title="Edit section: Program end"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <p>In the end, all of these programs were canceled, and the surviving engines became museum pieces. </p><p>Ironically, engines that were not considered under the program; the <a href="/wiki/Allison_V-1710" title="Allison V-1710">Allison V-1710</a>, <a href="/wiki/Pratt_%26_Whitney_R-2800_Double_Wasp" title="Pratt & Whitney R-2800 Double Wasp">Pratt & Whitney R-2800 Double Wasp</a>, <a href="/wiki/Wright_R-3350_Duplex-Cyclone" title="Wright R-3350 Duplex-Cyclone">Wright R-3350 Duplex-Cyclone</a> and <a href="/wiki/Pratt_%26_Whitney_R-4360_Wasp_Major" title="Pratt & Whitney R-4360 Wasp Major">Pratt & Whitney R-4360 Wasp Major</a>, all surpassed the USAAC requirements, and continue flying into the 21st century, primarily flying restored <a href="/wiki/Warbird" title="Warbird">warbird</a> aircraft. </p> <div class="mw-heading mw-heading2"><h2 id="See_also">See also</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=9" title="Edit section: See also"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <ul><li><i><a href="/wiki/Bomber_B" title="Bomber B">Bomber B</a></i>, the German <a href="/wiki/Luftwaffe" title="Luftwaffe">Luftwaffe</a>'s advanced medium bomber program that used similar high-output aviation powerplants of over 1,500 kW output apiece.</li></ul> <div class="mw-heading mw-heading2"><h2 id="References">References</h2><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=10" title="Edit section: References"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <div class="mw-heading mw-heading3"><h3 id="Notes">Notes</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=11" title="Edit section: Notes"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <style data-mw-deduplicate="TemplateStyles:r1239543626">.mw-parser-output .reflist{margin-bottom:0.5em;list-style-type:decimal}@media screen{.mw-parser-output .reflist{font-size:90%}}.mw-parser-output .reflist .references{font-size:100%;margin-bottom:0;list-style-type:inherit}.mw-parser-output .reflist-columns-2{column-width:30em}.mw-parser-output .reflist-columns-3{column-width:25em}.mw-parser-output .reflist-columns{margin-top:0.3em}.mw-parser-output .reflist-columns ol{margin-top:0}.mw-parser-output .reflist-columns li{page-break-inside:avoid;break-inside:avoid-column}.mw-parser-output .reflist-upper-alpha{list-style-type:upper-alpha}.mw-parser-output .reflist-upper-roman{list-style-type:upper-roman}.mw-parser-output .reflist-lower-alpha{list-style-type:lower-alpha}.mw-parser-output .reflist-lower-greek{list-style-type:lower-greek}.mw-parser-output .reflist-lower-roman{list-style-type:lower-roman}</style><div class="reflist"> <div class="mw-references-wrap mw-references-columns"><ol class="references"> <li id="cite_note-White211-1"><span class="mw-cite-backlink"><b><a href="#cite_ref-White211_1-0">^</a></b></span> <span class="reference-text">White p 211</span> </li> <li id="cite_note-Biermann-2"><span class="mw-cite-backlink"><b><a href="#cite_ref-Biermann_2-0">^</a></b></span> <span class="reference-text">Biermann pp 16, 17</span> </li> <li id="cite_note-Taylor-3"><span class="mw-cite-backlink"><b><a href="#cite_ref-Taylor_3-0">^</a></b></span> <span class="reference-text">Taylor p 64</span> </li> <li id="cite_note-Bingham-4"><span class="mw-cite-backlink"><b><a href="#cite_ref-Bingham_4-0">^</a></b></span> <span class="reference-text">Bingham pg 49</span> </li> <li id="cite_note-White375-5"><span class="mw-cite-backlink"><b><a href="#cite_ref-White375_5-0">^</a></b></span> <span class="reference-text">White p 375</span> </li> <li id="cite_note-Balzer28-6"><span class="mw-cite-backlink">^ <a href="#cite_ref-Balzer28_6-0"><sup><i><b>a</b></i></sup></a> <a href="#cite_ref-Balzer28_6-1"><sup><i><b>b</b></i></sup></a> <a href="#cite_ref-Balzer28_6-2"><sup><i><b>c</b></i></sup></a> <a href="#cite_ref-Balzer28_6-3"><sup><i><b>d</b></i></sup></a></span> <span class="reference-text">Balzer p.28</span> </li> <li id="cite_note-White376-7"><span class="mw-cite-backlink">^ <a href="#cite_ref-White376_7-0"><sup><i><b>a</b></i></sup></a> <a href="#cite_ref-White376_7-1"><sup><i><b>b</b></i></sup></a></span> <span class="reference-text">White p 376</span> </li> <li id="cite_note-Balzer7-8"><span class="mw-cite-backlink"><b><a href="#cite_ref-Balzer7_8-0">^</a></b></span> <span class="reference-text">Balzer p 7</span> </li> <li id="cite_note-Balzer-9"><span class="mw-cite-backlink"><b><a href="#cite_ref-Balzer_9-0">^</a></b></span> <span class="reference-text">Balzer pp 9, 10</span> </li> <li id="cite_note-Schlaifer-10"><span class="mw-cite-backlink"><b><a href="#cite_ref-Schlaifer_10-0">^</a></b></span> <span class="reference-text">Schlaifer p 253</span> </li> <li id="cite_note-Balzer13-11"><span class="mw-cite-backlink"><b><a href="#cite_ref-Balzer13_11-0">^</a></b></span> <span class="reference-text">Balzer p 13</span> </li> <li id="cite_note-Balzer15-12"><span class="mw-cite-backlink"><b><a href="#cite_ref-Balzer15_12-0">^</a></b></span> <span class="reference-text">Balzer p 15</span> </li> <li id="cite_note-Balzer24-13"><span class="mw-cite-backlink">^ <a href="#cite_ref-Balzer24_13-0"><sup><i><b>a</b></i></sup></a> <a href="#cite_ref-Balzer24_13-1"><sup><i><b>b</b></i></sup></a> <a href="#cite_ref-Balzer24_13-2"><sup><i><b>c</b></i></sup></a> <a href="#cite_ref-Balzer24_13-3"><sup><i><b>d</b></i></sup></a> <a href="#cite_ref-Balzer24_13-4"><sup><i><b>e</b></i></sup></a></span> <span class="reference-text">Balzer p.24</span> </li> </ol></div></div> <div class="mw-heading mw-heading3"><h3 id="Bibliography">Bibliography</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=12" title="Edit section: Bibliography"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <style data-mw-deduplicate="TemplateStyles:r1239549316">.mw-parser-output .refbegin{margin-bottom:0.5em}.mw-parser-output .refbegin-hanging-indents>ul{margin-left:0}.mw-parser-output .refbegin-hanging-indents>ul>li{margin-left:0;padding-left:3.2em;text-indent:-3.2em}.mw-parser-output .refbegin-hanging-indents ul,.mw-parser-output .refbegin-hanging-indents ul li{list-style:none}@media(max-width:720px){.mw-parser-output .refbegin-hanging-indents>ul>li{padding-left:1.6em;text-indent:-1.6em}}.mw-parser-output .refbegin-columns{margin-top:0.3em}.mw-parser-output .refbegin-columns ul{margin-top:0}.mw-parser-output .refbegin-columns li{page-break-inside:avoid;break-inside:avoid-column}@media screen{.mw-parser-output .refbegin{font-size:90%}}</style><div class="refbegin" style=""> <ul><li><style data-mw-deduplicate="TemplateStyles:r1238218222">.mw-parser-output cite.citation{font-style:inherit;word-wrap:break-word}.mw-parser-output .citation q{quotes:"\"""\"""'""'"}.mw-parser-output .citation:target{background-color:rgba(0,127,255,0.133)}.mw-parser-output .id-lock-free.id-lock-free a{background:url("//upload.wikimedia.org/wikipedia/commons/6/65/Lock-green.svg")right 0.1em center/9px no-repeat}.mw-parser-output .id-lock-limited.id-lock-limited a,.mw-parser-output .id-lock-registration.id-lock-registration a{background:url("//upload.wikimedia.org/wikipedia/commons/d/d6/Lock-gray-alt-2.svg")right 0.1em center/9px no-repeat}.mw-parser-output .id-lock-subscription.id-lock-subscription a{background:url("//upload.wikimedia.org/wikipedia/commons/a/aa/Lock-red-alt-2.svg")right 0.1em center/9px no-repeat}.mw-parser-output .cs1-ws-icon a{background:url("//upload.wikimedia.org/wikipedia/commons/4/4c/Wikisource-logo.svg")right 0.1em center/12px no-repeat}body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-free a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-limited a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-registration a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .id-lock-subscription a,body:not(.skin-timeless):not(.skin-minerva) .mw-parser-output .cs1-ws-icon a{background-size:contain;padding:0 1em 0 0}.mw-parser-output .cs1-code{color:inherit;background:inherit;border:none;padding:inherit}.mw-parser-output .cs1-hidden-error{display:none;color:var(--color-error,#d33)}.mw-parser-output .cs1-visible-error{color:var(--color-error,#d33)}.mw-parser-output .cs1-maint{display:none;color:#085;margin-left:0.3em}.mw-parser-output .cs1-kern-left{padding-left:0.2em}.mw-parser-output .cs1-kern-right{padding-right:0.2em}.mw-parser-output .citation .mw-selflink{font-weight:inherit}@media screen{.mw-parser-output .cs1-format{font-size:95%}html.skin-theme-clientpref-night .mw-parser-output .cs1-maint{color:#18911f}}@media screen and (prefers-color-scheme:dark){html.skin-theme-clientpref-os .mw-parser-output .cs1-maint{color:#18911f}}</style><cite id="CITEREFBalzer2008" class="citation book cs1">Balzer, Gerald H. (2008). <i>American Secret Pusher Fighters of World War II</i>. Specialty Press. <a href="/wiki/ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <a href="/wiki/Special:BookSources/978-1-58007-125-3" title="Special:BookSources/978-1-58007-125-3"><bdi>978-1-58007-125-3</bdi></a>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=American+Secret+Pusher+Fighters+of+World+War+II&rft.pub=Specialty+Press&rft.date=2008&rft.isbn=978-1-58007-125-3&rft.aulast=Balzer&rft.aufirst=Gerald+H.&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li> <li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFBiermann1942" class="citation book cs1">Biermann, Arnold E, Corrington, Lester C. and Harries, Myron L. (1942). <i>Effects of Additions of Aromatics on Knocking Characteristics of Several 100-octane Fuels at Two Engine Speeds</i>. Cleveland, Ohio, May: Aircraft Engine Research Laboratory.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=Effects+of+Additions+of+Aromatics+on+Knocking+Characteristics+of+Several+100-octane+Fuels+at+Two+Engine+Speeds&rft.place=Cleveland%2C+Ohio%2C+May&rft.pub=Aircraft+Engine+Research+Laboratory&rft.date=1942&rft.aulast=Biermann&rft.aufirst=Arnold+E%2C+Corrington%2C+Lester+C.+and+Harries%2C+Myron+L.&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span><span class="cs1-maint citation-comment"><code class="cs1-code">{{<a href="/wiki/Template:Cite_book" title="Template:Cite book">cite book</a>}}</code>: CS1 maint: multiple names: authors list (<a href="/wiki/Category:CS1_maint:_multiple_names:_authors_list" title="Category:CS1 maint: multiple names: authors list">link</a>)</span></li> <li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFBingham1998" class="citation book cs1">Bingham, Victor (1998). <i>Major Piston Aero Engines of World War II</i>. Airlife Publishing. <a href="/wiki/ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <a href="/wiki/Special:BookSources/1-84037-012-2" title="Special:BookSources/1-84037-012-2"><bdi>1-84037-012-2</bdi></a>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=Major+Piston+Aero+Engines+of+World+War+II&rft.pub=Airlife+Publishing&rft.date=1998&rft.isbn=1-84037-012-2&rft.aulast=Bingham&rft.aufirst=Victor&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li> <li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFSchlaifer" class="citation book cs1">Schlaifer, Robert and Herron S.D. <i>Development of Aircraft Engines and Development of Aviation Fuels</i>. Harvard University.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=Development+of+Aircraft+Engines+and+Development+of+Aviation+Fuels&rft.pub=Harvard+University&rft.aulast=Schlaifer&rft.aufirst=Robert+and+Herron+S.D.&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li> <li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFTaylor1971" class="citation book cs1">Taylor, C. Fayette (1971). <i>Aircraft Propulsion, Smithsonian Press, GPO</i>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=Aircraft+Propulsion%2C+Smithsonian+Press%2C+GPO&rft.date=1971&rft.aulast=Taylor&rft.aufirst=C.+Fayette&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li> <li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFWhite1995" class="citation book cs1">White, Graham (1995). <i>Allied Piston Engines of World War II</i>. SAE International. <a href="/wiki/ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <a href="/wiki/Special:BookSources/1-56091-655-9" title="Special:BookSources/1-56091-655-9"><bdi>1-56091-655-9</bdi></a>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=Allied+Piston+Engines+of+World+War+II&rft.pub=SAE+International&rft.date=1995&rft.isbn=1-56091-655-9&rft.aulast=White&rft.aufirst=Graham&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li></ul> </div> <div class="mw-heading mw-heading3"><h3 id="Further_reading">Further reading</h3><span class="mw-editsection"><span class="mw-editsection-bracket">[</span><a href="/w/index.php?title=Hyper_engine&action=edit&section=13" title="Edit section: Further reading"><span>edit</span></a><span class="mw-editsection-bracket">]</span></span></div> <link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1239549316" /><div class="refbegin" style=""> <ul><li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFConnors2010" class="citation book cs1">Connors, Jack (2010). <i>The Engines of Pratt & Whitney: A Technical History</i>. Reston. Virginia: <a href="/wiki/American_Institute_of_Aeronautics_and_Astronautics" title="American Institute of Aeronautics and Astronautics">American Institute of Aeronautics and Astronautics</a>. <a href="/wiki/ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <a href="/wiki/Special:BookSources/978-1-60086-711-8" title="Special:BookSources/978-1-60086-711-8"><bdi>978-1-60086-711-8</bdi></a>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=The+Engines+of+Pratt+%26+Whitney%3A+A+Technical+History&rft.place=Reston.+Virginia&rft.pub=American+Institute+of+Aeronautics+and+Astronautics&rft.date=2010&rft.isbn=978-1-60086-711-8&rft.aulast=Connors&rft.aufirst=Jack&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li> <li><link rel="mw-deduplicated-inline-style" href="mw-data:TemplateStyles:r1238218222" /><cite id="CITEREFGunston2006" class="citation book cs1">Gunston, Bill (2006). <i>World Encyclopedia of Aero Engines, 5th Edition</i>. Phoenix Mill, Gloucestershire, England, UK: Sutton Publishing Limited. <a href="/wiki/ISBN_(identifier)" class="mw-redirect" title="ISBN (identifier)">ISBN</a> <a href="/wiki/Special:BookSources/0-7509-4479-X" title="Special:BookSources/0-7509-4479-X"><bdi>0-7509-4479-X</bdi></a>.</cite><span title="ctx_ver=Z39.88-2004&rft_val_fmt=info%3Aofi%2Ffmt%3Akev%3Amtx%3Abook&rft.genre=book&rft.btitle=World+Encyclopedia+of+Aero+Engines%2C+5th+Edition&rft.place=Phoenix+Mill%2C+Gloucestershire%2C+England%2C+UK&rft.pub=Sutton+Publishing+Limited&rft.date=2006&rft.isbn=0-7509-4479-X&rft.aulast=Gunston&rft.aufirst=Bill&rfr_id=info%3Asid%2Fen.wikipedia.org%3AHyper+engine" class="Z3988"></span></li></ul> </div>    </div><noscript><img src="https://login.wikimedia.org/wiki/Special:CentralAutoLogin/start?useformat=desktop&type=1x1&usesul3=0" alt="" width="1" height="1" style="border: none; position: absolute;"></noscript> <div class="printfooter" data-nosnippet="">Retrieved from "<a dir="ltr" href="https://en.wikipedia.org/w/index.php?title=Hyper_engine&oldid=1184465235">https://en.wikipedia.org/w/index.php?title=Hyper_engine&oldid=1184465235</a>"</div></div> <div id="catlinks" class="catlinks" data-mw="interface"><div id="mw-normal-catlinks" class="mw-normal-catlinks"><a href="/wiki/Help:Category" title="Help:Category">Category</a>: <ul><li><a href="/wiki/Category:Aircraft_engines" title="Category:Aircraft engines">Aircraft engines</a></li></ul></div><div id="mw-hidden-catlinks" class="mw-hidden-catlinks mw-hidden-cats-hidden">Hidden category: <ul><li><a href="/wiki/Category:CS1_maint:_multiple_names:_authors_list" title="Category:CS1 maint: multiple names: authors list">CS1 maint: multiple names: authors list</a></li></ul></div></div> </div> </main> </div> <div class="mw-footer-container"> <footer id="footer" class="mw-footer" > <ul id="footer-info"> <li id="footer-info-lastmod"> This page was last edited on 10 November 2023, at 15:57<span class="anonymous-show"> (UTC)</span>.</li> <li id="footer-info-copyright">Text is available under the <a href="/wiki/Wikipedia:Text_of_the_Creative_Commons_Attribution-ShareAlike_4.0_International_License" title="Wikipedia:Text of the Creative Commons Attribution-ShareAlike 4.0 International License">Creative Commons Attribution-ShareAlike 4.0 License</a>; additional terms may apply. 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