Shvetsov was a famous Soviet piston engine designer, known as Arkadiya Dmitrievich Shvetsov.

-Although it is worth clarifying that engines like the M-25 were based on the Wright Cyclone SR-1820F-3 and the SGR-1820F3. (G for Geared).

-The M-62, was based on the 9-cylinder Wright Cyclone. The same for the M-63.

-The M-80, -81 and -82 were based on the Wright R-2600.

-The M-83 was abandoned.

-Specialized in fixed radial engines, around 1925, he began with the design of the M-8, which was not well received.

-However, the next one was the M-11 which has still been manufactured until recently, by several builders in countries within the Soviet orbit, exceeding 130,000 units in different variants.

“M-11”

-The M-11 had 5 cylinders and started delivering 100 CV, ending up with 200 CV at almost 2,000 rpm. There have been design changes of all kinds as we can see in the cylinders of the following M-11 engine.

“M-11”

-The FR version of the M-11 with gearbox and the D, Diesel.

-Several state factories within the USSR were involved in the manufacturing and several engineers also made their own modifications as we see throughout this A to Z publication.

-Shvetsov's engines, in addition to having his official name, such as M-25, had their own name such as ASh-25, etc.

-In 1930 the M-12 appeared with 190 CV and without significance.

Nor did the M-15, which appeared and entered in production at the same time. It had 9 radial cylinders and gave 450 CV.

-The M-21 with 7 radial cylinders and 200 CV appeared almost unnoticed, although another version known as MG-21 was made, which was possibly based on this engine.

-The M-22 was based on the Bristol Jupiter.

-The most important success was obtained with the M-25, which, as has been said, was a licensed copy of the 9-cylinder Wright Cyclone.

“M-25 or ASh-25”

-This engine was from the year 1936 and we had this engine in Spain during the civil war on the Polikarpov I-15 “Chatos” and on the I-16 “Mosca” airplanes.

-It evolved from the 715 CV of the M-25 to 775 CV of the M-25V. The M-26 was based on the Bristol Titan, although it used cylinders from the M-15.

-In 1937 it was followed by the M-62 with 9 radial cylinders, with the first engines starting at 890 CV increasing up to 1,000 CV in versions such as the IR.

-The M-63 derivative reached 1,100 CV around 1939.

“M-62”

“ASh-62 IR”

-These engines were manufactured in Poland for the An-2 and Dromader as ASz-62 IR (changing the letter h for z) and were built in both the PZL factories in Kalisz and in Rzeszow, since 1952. The TK model with turbocharger and 890 CV at altitude. The ASz-21 and ASz-82 were also manufactured in Poland.

-China made the M-62 as HS-5 (Huo-Sai 5). And they also made the ASh-82.

“M-63”

-The M-63 derived from the M-62, reached 1,100 CV in 1939, and was installed on the Polikarkov I-16 versions that followed.

-At its turn the M-64 was a development of the M-63 with the intention of reaching 1,300 CV, which apparently did not reach even 1100 CV, so it did not go into production.

“M-64, geared”

-It is known that the M-65 was not designed under the direction of Shvetsov but by Bazarov. It was tested in 1940, both on the ground and in flight. This engine neither entered serial production.

-The M-70 was derived from the M-25, and had 18 cylinders. The M-71s were developed from the M-63. With 18 cylinders it would actually be a “Double M-62”. It would give rise to the M-72 (ASh-72) with 2,250 CV at takeoff and 2,000 CV at cruise speed.

-The ASh-73 (and TK version) would have been from 1947, with 2,400 CV for the Tu-4 aircraft. We will see more about this engine later on.

-As we will see, at a certain point -after or during WWII- the engines stopped being numbered as M-(see) and they started using the initials of each designer.

-The ASh-21 is not exactly the M-21 but a copy of the Wright Cyclone R-1300, with 7 cylinders and 760 CV. It looked more like half a ASh-82 14-cylinder engine.

-Now we come to the 80 models, starting with the ASh-80. These engines already had 14 cylinders, specifically this model with M-25 cylinders. The ASh-80 was known as the M-80 as well. Reaching 1,400 CV, it was made with and without gear.

“M-81”

-The M-81 was made from the M-80 and to reach 1,500 CV. There also was a geared M-81R version.

-This engine was canceled in favor of the M-82 which turned out to be another great success for Shvetsov.

“Shvetsov ASh-82 engine”

-Perhaps it was the most important of all the Soviet Union's radial engines, used during and after WWII.

-It had 14 radial cylinders in double row.

-The M-82 (ASh-82) was based on the M-62 cylinders, which were based on the American Wright Cyclone R-1820, with slightly less stroke. It began to be built in 1940 with 1,250 CV.

“ASh-82T”

-About twenty versions have been made, from the FN with a two-speed supercharger, the NV with a turbocharger, the M and the MF. Some of these engines went beyond the 2,000 CV.

-The T version, based on the P&W Twin Wasp (according to other information) came with supercharging and reduction gear and it was a special version for transport aircraft.

“ASh-82 FN”

-The FN was destined for combat aircraft. It had direct gasoline injection using an RNB-03 pump, and it had a pneumatic starter of the RV-02 type.

-All have a long gearbox to house the epicyclic bevel gear system.

-It was derived from the FN and it would be the M-3 with 21 cylinders in three radial rows. An unusual concept because from two rows you go to four rows normally.

-It was a geared, air-cooled engine, with a single-speed mechanical supercharger and two turbochargers.

-The power of the M-3 was from 2,400 CV to 3,200 CV depending on the variant. It was tested around 1948 but did not go into production as far as we know.

-The Ash 82 engines were manufactured in Czechoslovakia and East Germany, giving 1,900 CV too.

-The ASh-82V was an adaptation of the T for mounting on helicopters. It gave 1,700 CV.

“ASh-82V”

-Naturally, since it is installed in a device that can remain in hover, it requires forced cooling.

-Before leaving the topic of the ASh-82, we return to the ASh-21, which was “half” ASh-82.

“ASh-21”

-The ASh-83 with 1,900 CV was a derivative of the ASh-82, but was soon abandoned.

-Chronologically, after WWII, in 1945, the ASh-21 was developed and in 1946 a large quadruple radial engine of 4,300 CV was made, the ASh-2 TK. Suspiciously similar to the P&W Wasp Major.

“Silhouettes of ASh-2 TK and T engines”

From Appendix A6/6: We have a flow chart that relates the family of radial piston engines of this brand and the relationship that existed between them starting from the American Wright Cyclone R-1820.

“The full Shvetsov family”

-With 28 cylinders in four rows of 7, they were considered “Double ASh-82”.

-The K version, from 1949 gave 4,700 CV with forced cooling.

The ASh-73 (and the TK, TKF, TKFN even a “compound” version as in the American R-3350) are from 1947. They are an evolution of the ASh-72.

-The study began in 1944 but due to war conditions it was not resumed until later.

“ASh-73TK”

-Later, enormous powers in the order of more than 5,000 CV would continue to be sought with the ASh-3TK and ASh-93. There is no information at the time of writing.

From Appendix 9: We found a sectioned As-21 with the crankshaft visible with its floating counterweights, part of the connection-rod system, the cam plate, the planetary gear and front bearings.

“Shvetsov As-21” (AEHS)

“Shvetsov As-21 engine front gear”

As Hungary was in the orbit of Russia from WWII until the end of the era that united them, at the Szolnok Museum in Hungary, there is a lot of Russian material.

-Once again, a colleague from the AEHS has provided us with a collection of interesting photographs of that place.

-Among them the Shvetsov As-621R, also manufactured in other countries in the Russian orbit, such as Poland.

-So we show his photograph of this engine, for the A-Z publication.

“Shvetsov As-621R” (AEHS)

“Shvetsov As-82T” (AEHS)

-A Shvetsov As-82T was also located in some kind of reserve warehouse.