20 KVD 25
Translated by Google Translate from German, and somewhat reworked / edited by us.
Original document here
The high-performance diesel engine 20 KVD 25
A contribution to the history of diesel engine construction and the navy of the GDR.
By Günter Stavorinus and Werner Neundorf.
Prefaces
Foreword by Dipl.-Ing. Norbert Krümmling, division manager at WTZ Rosslau
There is now a very extensive literature on the history of technical developments in the former GDR, and the question arises as to what contribution this report can make to it. As the distance to the existence of two German states increases, it is possible to obtain information from formerly secret archives - both from industry and from the armed forces - which shows that technical developments were already being carried out at a very high level in the early 1950s. Of course, this article, with its detailed research into the history of a high-performance diesel engine for propelling fast naval boats, is a treat for enthusiasts in this field.
But he also truthfully reflects the problems of building a post-war economy with all its facets and decisions that are difficult to understand today. All of this was only possible because both authors joined forces at the right time.
This meant that there was a chance to speak to contemporary witnesses of this very secret but still eventful time and thus to find out things that are neither noted in reports nor in any reports. Gratefully, many people who had a large part, directly or indirectly, in the development of this engine were also mentioned, which represents a certain respect for their achievements. May this report be a valuable addition for friends of special diesel engine construction and for those interested in the technical history of their home country.
Instead of a foreword, comments from a contemporary witness.
From Captain z. See a.D. Dipl.-Ing. Gerhard Vandreier, Head of the Naval Technical Service until 1989 and Deputy Chief of Technology and Weapons in the People's Navy Command until September 1990.
The history of technology always reflects social history. In this study, the authors succeeded in excavating, analyzing and preserving a piece of the GDR's technological history.
It is pleasant to read that the experimental replica of the Daimler-Benz MB 511 marine diesel engine, which was fraught with many problems, was presented without pointing fingers.
The replica of this high-performance engine under the GDR designation 20 KVD 25 was of strategic importance in the 1950s for building the most efficient industry possible. The immediate goal was to cover the need for propulsion engines for fast naval vehicles.
Even from today's perspective, the enthusiasm with which those involved went about solving this complicated task is impressive. There were neither construction documents nor the necessary number of skilled workers. There was also a lack of qualified suppliers.
The test runs that began after assembly revealed a huge number of technical problems, both with the rebuilt machine elements, as well as with other engine parts and even the lubricating oil.
Continuity in development and testing was made additionally difficult by the frequent changes in management bodies or their structural changes. The events of June 17, 1953 had a significant impact. The authors succeeded in making the complicated structures of the GDR economy transparent in this area. They also point out the various difficulties that the development group had to overcome during the reconstruction of the individual parts and the production of the engine.
Thorough research allows us to conclude that at the time the order was canceled, the essential technical problems had been solved on both the engines and the “Forelle 0” boat hull intended for testing.
Towards the end of 1951, a replica of the 2500 hp Daimler-Benz high-performance diesel engine MB 511 was prepared in the GDR under the type designation 20 KVD 25.
The engine was intended to power fast ships and boats for the newly established naval forces. Their mission was to defend the coast of the GDR and its outskirts. Involved in military planning and as allies of the Soviet Union, they were also tasked with providing a limited offensive potential in the western Baltic Sea. Despite all the changes brought about by advances in military technology, little changed in this concept until the dissolution of the People's Navy in 1990. The formation, disguised as a police formation, was suggested by the occupying power, represented by the naval department of the Soviet Military Administration in Germany (SMAD), and implemented from 1949 onwards.
A development team began working in Berlin-Wilhelmsruh at the end of 1949. The new navy was presented to the public in June 1950 with the establishment of the Maritime Police Headquarters (HVS) in the Ministry of the Interior (Mdl). It received its military status as a People's Police Lake in 1952 before being taken over as a branch of the National People's Army (NVA) in 1956.
The first considerations for building the fleet envisaged high-speed torpedo boats (TS boats) of different tonnage, which were to be powered by, among other things, the Daimler-Benz MB 511 engine, which had proven itself in World War II. Because importing was unthinkable under the conditions of the Cold War, dependencies on the West had to be avoided, and no suitable engine was available from the Soviet sphere of influence, the only alternative was to build a replica. Questions of patent law and license protection played no role under the conditions of the occupation regime. However, the extraordinarily high development and cost effort associated with this was completely underestimated.
Until then, high-performance diesel engines for ship propulsion had only been built in Germany by the renowned companies Maybach Motorenbau and Daimler-Benz, whose production facilities were in the western occupation zones. Most of the supply industry was also located there. With a few exceptions, the territory of the GDR lacked production sites, the basics of metallurgy and manufacturing techniques as well as the experienced personnel for such an ambitious goal. With the help of the socialist planned economy and the enthusiasm of the development generation, people firmly believed in the success of the project.
The reconstruction program began in 1952. After great efforts, it was discontinued at the end of 1958 at a time when the most important technical problems were about to be solved and pre-series production could have started with little more effort. This means that the opportunity to keep up with developments in high-performance diesel engine construction was missed. For the People's Navy, this meant that from now on it would have to rely on imports from the Soviet Union, the purchase, operation and repair of which required a lot of effort and created new dependencies.
The 20 KVD 25 has been described in publications on regional, naval and technological history, but its origins have only been touched upon. The opening of the GDR's archives and the fortunate fact that the technical archive of the Scientific and Technical Center (WTZ) for diesel engines in Roßlau was saved over the fall of communism encouraged the authors to write down the history of the 20 KVD 25. It should not be forgotten that between 1952 and 1959 this engine was at the center of the working lives of many people in Roßlau, Ludwigsfelde and other places in the GDR, whose performance under adverse circumstances deserves respect.
In the first part of the article we will present the most important technical data of the 20 KVD 25 and then in a short description we will introduce the torpedo speedboat “Forelle 0” from the VEB Roßlau shipyard, where the engine was tested in practice. In one The second part examines the 20 KVD 25 as a product of the GDR's armaments industry and describes the connection between political guidelines, plans and their implementation, because many decisions remain incomprehensible to the reader without knowledge of the special structures and management levels of this industry.
The main part reports on the most important design and development offices, mechanical engineering companies and supplier companies involved in the repair of the original engines, the reproduction and the zero-series production. The efforts made in connection with the production of problem components were examined particularly thoroughly. This part concludes with the presentation of the test results on land and at sea.
A summary, the building description and parts of the operating instructions, lists of sources and literature as well as a register of people, together with the acknowledgments, form the conclusion.
Günter Stavorinus wrote the general and armaments economics section, Werner Neundorf the engine technology section of the essay.
It is clear to the authors that many questions remain unanswered in connection with the history of the 20 KVD 25. Therefore, they accept any comments and additions with thanks.
Trappenkamp/Holstein Roßlau/Elbe
Günter Stavorinus Werner Neundorf
1. The ship diesel engine 20 KVD 25 and the torpedo speedboat "Forelle 0"
The GDR replica of the Daimler-Benz speedboat engine MB 511 under the type designation 20 KVD 25 comes from a series of developments that began with demands for a drive with high performance and operational reliability for airships.
Modified engines with these characteristics were suitable for use on speedboats of the Reich and Kriegsmarine. Their development and production was therefore co-financed by the Navy's design office. At the outbreak of war, the 20-cylinder V-engine MB 501, ready for series production, was available as a naturally aspirated engine with 2000 hp and from 1943 the mechanically supercharged MB 511 with an output of 2500 hp. The latter became the standard engine for the Kriegsmarine's S-boats. The further developed MB 518 with 3000 hp no longer made it to the front.
| Engine characteristics: | |
|---|---|
| Model | 20 KVD 25 |
| Working principle | 4 stroke |
| Cylinder arangement | Standing V form |
| Number of cylinders | 20 |
| Bore | 185 |
| Stroke | 250 |
| Displacement per cylinder | 6,72 Liter |
| Compresion | 14:1 |
| Weight dry | 4550 Kg dry without extra equipment |
| Type of charging | Centrifugal blower, mechanically driven |
| Lubrication | Pressure circulation and spray oil lubrication |
| Cooling | Fresh water with seawater recooling |
| Regulator | Centrifugal |
| Direction of rotation | Depending on the version left or right, directly reversible |
| Reduction gear | 1,72:1 |
| Full length without intermediate shaft | 4025 mm |
| Width including exhaust collector | 1670 mm |
| Height including intercooler | 2265 mm |
| Engine speed | Power | |||
|---|---|---|---|---|
| Continous power | 1480 | 1875 | 180 | 5 - 6 |
| 1530 | 2060 | 185 | 7 - 8 | |
| 1580 | 2250 | 190 | 9 - 10 |
The 20 KVD 25 was only used in the torpedo speedboat “Forelle 0”. For reasons of In camouflage, this vehicle was also referred to as a "fast cruising yacht, small", "M 5" or "F 5". In the maritime police, a planing boat was preferred over a displacement boat.