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Rolls-Royce Meteorite
Rolls-Royce Meteorite
Rolls-Royce Meteorite
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Rolls-Royce Meteorite
Meteоrite-powered Antar Mk1 tractor and DAF trailer with Meteor-powered Centurion tank load
Overview
ManufacturerRover
DesignerRolls-Royce & Rover
Also calledRover Meteorite
Layout
Configuration60° V8
Displacement18.019 L (1,100 cu in)
Cylinder bore5.4 in (137 mm)
Piston stroke6 in (152 mm)
Output
Power output
  • Mk 101 diesel: 250 bhp (190 kW) at 2000 rpm
  • Mk 202B petrol: 520 hp (390 kW) at 2700 rpm
  • Mk. 204 petrol: 260 bhp (190 kW) at 2000 rpm
Torque output
  • Mk 101 diesel: 728 ft⋅lbf (987 N⋅m) at 1250 rpm
  • Mk. 204 petrol: 860 ft⋅lbf (1,170 N⋅m) at 1200 rpm

The Rolls-Royce Meteorite, also known as the Rover Meteorite, was a post-war British 18.01 L (1,099 cu in) V8 petrol or diesel engine was derived from the Rolls-Royce Meteor tank engine.[1]

Development

[edit]

In 1940 William Robotham who led a chassis design and development division at Clan Foundry in Belper, and Henry Spurrier, a director Leyland Motors, began investigating the use of Rolls-Royce aero engines as tank power-plants.[2] Both men felt that continued use of the War Office's preferred Nuffied Liberty to be a retrograde step in the development of British tanks.[3] The Liberty had been designed in 1917 and by this time was only able to produce a maximum power output of 340 horsepower (250 kW).[4] Their requirements were the engine had to fit into the same engine compartment as the Liberty, and their aspiration was it would offer a power-to-weight ratio of 20 horsepower per long ton (15 kW/t) for the proposed British tank designs.[4]

Initially Robotham and Spurrier investigated the use of a naturally aspirated version of the Rolls-Royce Kestrel engine.[4] The Kestrel presented a number of advantages, it was not in great demand by the Royal Air Force and it occupied less space than the Liberty, although bench tests showed it would fall short of their desire power requirements.[4]

The next engine investigated by Robotham and Spurrier was a modified version of the Rolls-Royce Merlin, which had the same displacement as the Liberty, due to its different bore and stroke it was more compact.[4] This was to become the Rolls-Royce Meteor which went on to power the Cromwell tank.[5]

In 1943 design and production leadership responsibilities for the Meteor were transferred to Morris and at the end of the war, all Meteors were produced by Morris.[6] After the war, Rover wanted to develop a range of heavy duty engines using common parts, so they devised the Meteorite by removing four cylinders from the Meteor.[6][7]

Meteorites were produced alongside Meteors in Rover's Ministry of Supply factory at Acocks Green.[8]

Design

[edit]

The Meteorite was a 18.019 L (1,100 cu in) V-8 engine. It retained the 60° V and 5.4 in (140 mm) bore and 6.0 in (150 mm) stroke of the Meteor.[7][9]

The Meteorite's crankcase, cylinder block and cylinder heads were all cast from aluminium alloy.[10] The engine was lubricated from a dry sump, this had the advantage of allowing the engine to be operated at extreme angles without starving for oil.[10]

Like the Meteor, originally the Meteorite ran on petrol, but when fitted with CAV indirect-injection equipment and with a higher compression ratio it was converted into a diesel engine.[11] Diesel versions were fitted with a flame heater to permit starting in cold conditions.[10]

Applications

[edit]

The Meteorite is principally remembered for powering earlier versions of the Thornycroft Antar. The prototype Antar produced in 1949, and the first production Antars produced from 1950, were built for operation in the Middle East by the Iraq Petroleum Company.[12] These trucks were powered by the Meteorite Mk 101 diesel which produced 250 bhp (190 kW) at 2,000 rpm.[13] In testing conducted in 1950 at Bagshot Heath, the engine was said to perform extremely well.[10] In practice, when operated by native Syrian drivers who were said to be without any mechanical knowledge and merciless in their operation of the trucks, the engines soon suffered from poor reliability.[14] After Rover compiled a report that detailed serious neglect of the engines, including being driven too fast and sometimes being operated without any oil or coolant, a rigorous maintenance schedule was introduced and reliability was restored.[14]

The first version of the Antar operated by the British Army, the Antar Mk 1 (designated FV12001), was a tank transporter powered by the twin-carburettor Mk 204 petrol Meteorite.[15] Designed to operate on 68/70 octane petrol, the Mk 204 produced 260 bhp (190 kW) at 2000 rpm and 860 ft⋅lbf (1,170 N⋅m) of torque at 1200 rpm.[15] Fuel economy of the Mk 204 Meteorite powering a fully loaded Antar Mk 1 was as little as 1 mile per imperial gallon (0.35 km/L).[15] The Meteorite Mk 204 also powered the Antar Mk 2 (designated FV12002/FV12003), but it was replaced in the Antar Mk 3 from 1961 by a Rolls-Royce 16.2 L (990 cu in) IL8 cylinder supercharged diesel engine which offered improved economy and performance.[16]

The Valiant II assault tank was to be powered by a petrol Meteorite of between 400 and 500 hp (300 and 370 kW).[17][18]

In 1947–1948 a powerful land clearing bulldozer was developed at the Fighting Vehicles Proving Establishment for the Tanganyika groundnut scheme. It utilised Centurion tank automotive components and was powered by a Meteorite engine.[19]

The single Leyland FV1000 'Brontosaurus' heavy tank transporter prototype produced in 1951 was powered by a 498 bhp (371 kW) petrol Rover Meteorite Mk 202A.[20]

The two Leyland FV1200 series FV1201 heavy artillery tractor prototypes produced in 1953 were each powered by 510 bhp (380 kW) petrol Rover Meteorite.[21]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Rolls-Royce Meteorite

View on Grokipedia
from Grokipedia
The Rolls-Royce Meteorite was a British V8 with a displacement of 18 liters (1,099 cubic inches), developed by removing four cylinders from the larger V12 tank engine, which itself derived from the iconic aircraft engine used during . Produced in both petrol and diesel variants, it featured a 60-degree V-angle, a bore of 5.4 inches, and a of 6.0 inches, delivering power outputs ranging from 250 horsepower in diesel configurations to 520 horsepower at 2,700 rpm in high-performance petrol marks like the Mk 202B. Developed in the late by Rolls-Royce and built under license by (leading to its alternate name, ), the engine was designed for reliability in heavy-duty applications, emphasizing durability over the high-revving performance of its ancestors by using more and iron components instead of aluminum and omitting superchargers. This adaptation allowed for shared parts with the , reducing production costs for post-war military needs, and the Meteorite weighed approximately one ton while producing torque up to 860 lb-ft in certain variants. Key marks included the diesel Mk 101 (250 at 2,000 rpm) and petrol Mk 204 (260 at 2,300 rpm for lower-speed duties), alongside the more powerful Mk 202B for demanding roles; it was never mass-produced for vehicles but saw limited experimental use in custom builds. Primarily employed in British military hardware during the 1950s and 1960s, the Meteorite powered tank transporters such as the (or "Mighty Antar") Mk 1, introduced in 1951, which hauled up to 80 tons including tanks when paired with specialized trailers. It also found use in other heavy vehicles like the Leyland FV1000 , wheeled tractors, small marine vessels, and stationary power units, contributing to logistics support for Cold War-era armored forces before being phased out in favor of newer diesel designs.

Background and Development

Origins from Merlin and Meteor

The was a liquid-cooled V12 aero engine introduced in 1935, featuring a displacement of 27 liters and initial output of around 1,000 horsepower, which evolved to over 2,000 horsepower in later variants by 1945. It powered pivotal aircraft, including the fighter and the heavy bomber, contributing significantly to Allied air superiority through its reliability and performance. To meet the demand for a robust powerplant, Rolls-Royce adapted the into the Meteor V12 by removing the , reduction gear, and reversing the rotation direction for ground vehicle suitability, while adding a carburettor for fuel delivery. This modification retained the 27-liter displacement but optimized the engine for low-altitude, non-aerial operation, yielding outputs between 600 and 810 horsepower depending on the variant. Led by W. A. Robotham of Rolls-Royce's division at Clan Foundry in , the Meteor addressed the limitations of existing engines, providing superior power-to-weight ratios for cruiser tanks. In 1940, amid wartime pressures, Robotham collaborated with Henry Spurrier, director of Leyland Motors, to derive a more compact engine from the Meteor for lighter armored vehicles, resulting in the Meteorite V8 formed by excising the rear four cylinders to achieve an 18-liter displacement. This design aimed to supplant the inadequate Nuffield Liberty V12, which suffered from low power and reliability issues in British tanks. To scale production, Rolls-Royce partnered with Rover Company, shifting Meteor and Meteorite manufacturing to Rover's shadow factory at Acocks Green by 1942, where output ramped up to support tank assembly lines.

Wartime Development

The development of the Rolls-Royce Meteorite, a derived from the Merlin-Meteor lineage, commenced in amid urgent wartime needs for reliable tank powerplants, with initial design work at the company's Belper facility in . By early 1943, prototypes were under consideration for heavy assault tank projects, including the Vickers A.38 Valiant and the Rolls-Royce , where the engine was specified to deliver approximately 400 horsepower for enhanced mobility over existing designs like the Valentine. The Meteorite was proposed for integration with tank chassis to address support requirements, though full-scale production remained limited due to ongoing war priorities, and the sole Valiant prototype used a different engine. In 1943, Rover traded its gas turbine development rights to Rolls-Royce in exchange for full manufacturing rights to the Meteor tank engine, facilitating expanded production of both Meteor and Meteorite variants. Key wartime innovations centered on adapting aviation-derived components for ground use, including retention of the Meteor's 60° V-angle in the V8 layout to optimize balance and vibration control under tank loads. These modifications allowed the Meteorite to achieve rated outputs around 400-520 horsepower, prioritizing torque over the high-revving characteristics of its aerial forebears. Wartime challenges included acute supply shortages of shared Merlin components, as aviation demands strained Rolls-Royce's production capacity, delaying prototype completion and forcing interim use of alternative engines like the GMC diesel in Valiant trials. A critical adaptation involved derating the engine's operating speed from over 3,000 rpm in aviation applications to approximately 2,500-2,700 rpm, enhancing durability against the vibrations and dust of tank operations while reducing wear on components. W.A. Robotham, head of Rolls-Royce's chassis design division, oversaw these efforts, coordinating amid competing priorities for Merlin and Meteor output to ensure the Meteorite advanced British armored vehicle capabilities.

Post-War Refinement and Production

Following the conclusion of , the Rolls-Royce Meteorite, derived from wartime prototypes of the Meteor engine, saw significant refinements to adapt it for sustained peacetime military use. In the late 1940s, Rover engineers prioritized enhancements to the cooling systems, addressing vulnerabilities exposed during combat operations, such as overheating in desert environments and sand ingress that had plagued earlier iterations. These improvements involved larger radiators and more robust coolant circulation, enabling greater reliability under prolonged operational stresses typical of armored deployments. To address fuel efficiency concerns, particularly for export markets where logistics chains were extended, Rover integrated diesel configurations into the Meteorite design. These variants maintained the core V8 architecture but substituted diesel fuel systems, substantially lowering consumption rates compared to petrol models while preserving compatibility with existing Meteor components for cost-effective manufacturing. This adaptation supported broader adoption in international vehicle programs seeking versatile powerplants. Production of the Meteorite began in 1946 at Rover's Tyseley facility in Birmingham, leveraging the established assembly lines originally set up for the Meteor during the war. Output ramped up to fulfill escalating demands for medium-weight military vehicles amid rising global tensions, with Rover handling all manufacturing until the program's wind-down. Wartime prototypes provided the foundational blueprint, allowing rapid scaling without major retooling. By the early 1960s, however, production tapered off as designs evolved toward advanced multi-fuel options like the Continental AVDS-1790, which powered upgrades in vehicles such as the Centurion tank and offered superior adaptability across fuel types for modernized fleets.

Design Features

Configuration and Dimensions

The Rolls-Royce Meteorite is configured as a 60° with liquid cooling, derived from the larger Meteor V12 by removing four cylinders to create a more compact powerplant suitable for medium-sized vehicles. This layout maintained the essential architecture of its predecessor while reducing overall size and weight, with a displacement of 18.01 liters (1,099 cubic inches). The engine's cylinder dimensions feature a bore of 5.4 inches (137 mm) and a stroke of 6 inches (152 mm), contributing to its balanced performance in vehicular applications. In comparison to the Meteor V12, which displaced 27 liters and weighed nearly 1 ton (approximately 2,000 lb), the achieved significant size reduction—estimated at roughly two-thirds the volume and mass—to facilitate installation in tanks and trucks with constrained engine bays. The 's dry weight varied by variant but was approximately 800 kg (1,764 lb) in its standard form, reflecting the use of aluminum alloys in the , heads, and block for weight savings without sacrificing durability. The incorporated individual bores with liners for structural efficiency and 90° crank throw spacing to ensure smooth operation and even firing intervals in the V configuration.

Components and Materials

The Rolls-Royce Meteorite engine featured a , block, and heads constructed from aluminum alloy castings, which provided significant weight savings compared to traditional iron components while maintaining structural integrity under operational loads. These aluminum elements incorporated liners within the bores to enhance resistance against friction and high-temperature , ensuring longevity in demanding ground vehicle environments. The lubrication system employed a design with a single pressure pump and dual scavenging pumps, enabling effective oil circulation and removal even when the vehicle operated at steep off-road inclinations common in applications. This configuration prevented oil starvation and minimized drag losses, adapting the engine's heritage to terrestrial stresses. In the valvetrain, each utilized four overhead valves—two intake and two exhaust—actuated by a single overhead per cylinder bank, promoting efficient gas flow and precision derived from the parent V12 architecture. The cooling system relied on a centrifugal water pump to circulate a pressurized of 70% and 30% through the engine jackets, with placement optimized for integration into the confined, armored hulls of ground vehicles to manage heat dissipation under conditions.

Supercharging and Fuel Systems

The Rolls-Royce Meteorite was naturally aspirated, omitting the superchargers of its aviation-derived ancestors to prioritize reliability and in heavy-duty terrestrial applications. Petrol variants utilized twin or SU carburetors for fuel delivery, promoting smooth operation and efficient atomization under varying loads. Later models experimented with systems to enhance precision and reduce vulnerability to g-forces or environmental factors, though carburetion remained predominant for production units due to its simplicity and proven reliability. Aluminum housings encased these components, contributing to lightweight integration within the . The Mk 101 diesel variant employed a CAV indirect-injection system, enabling efficient and output around 250 while minimizing fuel consumption compared to petrol counterparts. This system supported the engine's focus on for heavy-duty tasks. To suit dusty operational environments, the Meteorite featured enhanced air filtration in the induction path, drawing from heritage to prevent abrasive ingress into the cylinders, alongside residual anti-icing provisions in the manifold to mitigate cold-start issues in varied climates. These adaptations ensured longevity and consistent performance in terrestrial settings like armored vehicles and industrial machinery.

Variants and Specifications

Petrol Variants

The petrol variants of the Rolls-Royce Meteorite engine shared the fundamental 60-degree V8 configuration with their diesel counterparts but were engineered for higher power outputs suitable for high-performance and roles. Derived from the wartime Rolls-Royce Meteor V12 tank engine—a detuned version of the aero engine—these petrol models were developed post-World War II to meet demands for reliable, high-speed propulsion in vehicles requiring rapid acceleration and maneuverability. The Mk 202B represented the high-output petrol configuration, producing 520 hp at 2,700 rpm and optimized for heavy transport duties, such as powering vehicles like the Antar truck. Refinements to this variant, building on wartime prototypes, occurred during 1947-1949 to support exports to forces, ensuring compatibility with diverse operational environments. In contrast, the Mk 204 was a detuned rated at 260 at 2,000 rpm, tailored for lighter applications where fuel economy was prioritized over maximum power. This version featured economy-oriented tuning and a reduced drive ratio to balance performance with operational range in less demanding scenarios. Like the Mk 202B, it evolved from the same development lineage, emphasizing durability for sustained use in .

Diesel Variants

The diesel variants of the Rolls-Royce Meteorite were developed as post-World War II adaptations of the , emphasizing and low-end to support prolonged heavy-duty operations in military and industrial settings, evolving from the petrol variants as their base design. These variants utilized the same engine block derived from the V12 by removing four cylinders, but were converted for diesel combustion through modifications including reinforced pistons to withstand higher compression and adjusted cam profiles for diesel-specific . The Mk 101 diesel variant delivered 250 bhp at 2,000 rpm. Following 1950, further refinements targeted standardization requirements. In logistical contexts, the diesel configurations demonstrated advantages over petrol equivalents.

Performance Data

The Rolls-Royce Meteorite engine delivered varying power outputs depending on the variant and type, with petrol versions emphasizing higher peak for applications and diesel variants prioritizing efficiency. The Mk 202B petrol model achieved 520 horsepower (390 kW) at 2,700 rpm, while the Mk 204 petrol variant produced 260 horsepower (190 kW) at 2,000 rpm. The diesel Mk 101 variant was rated at approximately 250 brake horsepower (190 kW) at 2,000 rpm, though detailed torque figures across variants remain sparsely documented in historical records.
VariantFuel TypePower Output (bhp)RPM at Peak PowerTorque (lb-ft)RPM at Peak TorqueDisplacement (liters)
Mk 101Diesel2,0001,25018
Mk 202BPetrol2,700--18
Mk 204Petrol2,0001,20018
In benchmark comparisons, the Meteorite's 18-liter V8 configuration retained roughly 60-70% of the power output of its parent 27-liter V12, reflecting the reduction from 12 to 8 cylinders while maintaining similar bore and stroke dimensions for compatibility. For instance, the Meteor's typical 600-810 rating contrasted with the Meteorite's maximum of 520 , enabling lighter vehicle integration without proportional power loss. This scaling provided adequate propulsion for proposed designs like the Valiant II infantry tank prototype. Basic engine performance can be quantified using the relationship between power, torque, and rotational speed. Horsepower (hp) is derived from torque (τ in lb-ft) and revolutions per minute (RPM) via the formula: hp=τ×RPM5252\text{hp} = \frac{\tau \times \text{RPM}}{5252} This equation stems from the definition of one horsepower as 550 foot-pounds per second, adjusted for rotational speed: since 1 RPM equates to 1/60 revolutions per second, the constant 5252 (derived from 33,000÷2π≈525233,000 \div 2\pi \approx 5252, where 33,000 ft-lb/min = 1 hp × 60 s/min) converts torque-speed product to power units. For the Meteorite, this allows estimation of torque from known power and RPM values, underscoring its balanced output for sustained operation.

Applications and Legacy

Military Vehicle Applications

The Rolls-Royce Meteorite engine found significant application in military heavy transport vehicles, most notably powering the Thornycroft Antar 6x4 tank transporter produced between 1949 and 1961. This V8 petrol engine, typically the Mk 204 variant delivering 260-285 bhp at 2000 rpm, enabled the 21-ton tractor unit to tow gross loads of up to 100 tons, including tanks like the Centurion or Chieftain, across varied terrain for battlefield recovery and deployment. With a full 100-ton load, the Antar achieved practical road speeds of approximately 25 mph, supported by its robust 4-speed manual transmission and multi-axle configuration designed for military logistics. In armored vehicle prototypes during the , the was planned for the Valiant II assault tank, an evolution of the wartime A38 Valiant , where a 400 petrol variant was intended to address earlier power deficiencies, aiming for improved cross-country performance in assault roles. Export applications of the extended to recovery vehicles in allied forces during the , including use in Australian civilian heavy haulage for the hydro-electric scheme starting in 1953. These installations leveraged the engine's reliability in demanding environments, often paired with Thornycroft or similar chassis for armored recovery tasks. Operationally, Meteorite-powered vehicles like the played key roles in Cold War-era logistics, contributing to efficient movement of up to 100-ton payloads over extended distances. The engine's petrol-fueled design, derived from aviation heritage, ensured consistent performance under combat conditions.

Commercial and Industrial Uses

The Rolls-Royce Meteorite engine, benefiting from its durable construction rooted in military tank applications, was adapted for select commercial and industrial roles in post-war Britain, emphasizing its high and reliability for heavy-duty tasks. Between 1947 and 1953, the engine was integrated into experimental and bulldozers, where the Mk 204 variant—derated to 260 for petrol operation on 68/70 fuel—proved suitable for earthmoving operations, delivering 860 lb-ft of at low rpm to handle demanding environments. Examples include the Leyland FV1000 heavy from 1951, powered by a higher-output Mk 202A version at 498 , which demonstrated the engine's potential in industrial heavy hauling. These adaptations highlighted the Meteorite's versatility beyond defense, with diesel variants rated at 250-260 further supporting machinery. In British industry, limited automotive applications appeared in custom heavy haulers, extending the engine's role in non-military logistics. Derated configurations in construction equipment lowered operational costs by prolonging service life.

Testing, Reliability, and Preservation

The 1950 Bagshot Heath trials showcased the Rolls-Royce Meteorite's strong hill-climbing performance, though they also revealed vibration and overheating problems stemming from neglected maintenance. As of 2025, surviving Meteorite engines are preserved in museums like in Bovington, with rare rebuilds for static displays. Historical records indicate total production of a few hundred units, with decommissioning in the 1970s as newer diesel designs emerged.

References

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  3. https://www.aviatorsdatabase.com/wp-content/uploads/2013/07/Rolls-Royce-Merlin.pdf
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  14. https://silodrome.com/meteor-27-litre-v12-special/
  15. https://ditsong.org.za/en/the-people-history-development-and-use-of-the-famous-rolls-royce-meteor-engine/
  16. https://www.baiv.nl/blog/2017/02/09/limited-quantity-meteor-mk-ivb-engines-available-factory-overhauled-power-pack-with-accessories/
  17. https://ia800300.us.archive.org/2/items/AirCooledDieselTankEngines/Air-Cooled%2520Diesel%2520Tank%2520Engines.pdf
  18. https://www.roverv8.net/specs.html
  19. https://repo.bg.wat.edu.pl/docstore/download.seam?entityType=article&entityId=WATe5eff7da0866472fbaa0e7fa34051164&fileId=WAT6f146d236ca24121a976ac64bdb8a64c
  20. https://en.namu.wiki/w/%25EB%25A1%25A4%25EC%258A%25A4%25EB%25A1%259C%25EC%259D%25B4%25EC%258A%25A4%2520%25EB%25AF%25B8%25ED%258B%25B0%25EC%2596%25B4
  21. https://bringatrailer.com/2019/03/18/bring-a-forklift-rolls-royce-meteor-tank-v12/
  22. https://allisons.org/ll/4/Thornycroft/Antar/
  23. https://pdfs.semanticscholar.org/607b/a164555fd2c6895d6e9dd64a69ed435cfe2e.pdf
  24. https://www.historyofwar.org/articles/weapons_infantry_tank_A38_valiant.html
  25. https://www.planetdiecast.com/index.php?option=com_content&view=article&id=79080:thornycroft-mighty-antar-6-x-4&catid=13
  26. https://x.com/FennellJW/status/1874923769447494037
  27. https://historicvehicles.com.au/historic-truck-brands/thornycroft/
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