THE PRATT & WHITNEY R1340

By Bill Todd
Flying Crew Chief DHC-3 Otter, 12th Aviation Company US Army Alaska (1961 to 1963).
This is a page on the development of the R-1340 series engines. The data is from the P&W
Archives section and I condensed it somewhat where necessary. I was sent some conflicting
data from P&W, and am clarifying it. One document claims engine started development in
1925 and first engine built and tested in December, 1925. This data below states it was built
in 1926. By adding the letter "G" to designation, any 1340 engine becomes reduction drive
instead of direct drive, as in S3H1G. You may also see it expressed as S3H1-G too.
R-1340-A:
The first engine was built in April 1926. The engine had cast pistons, with 5.25:1 compression
ratio; 4 rings, consisting of one oil scraper and 3 compression. The blower and rear section
were of the ten-vane type. The crankshaft was a small pin, unhardened type. Cylinder and
barrels were coarse finned. The cam was fine toothed and hi-lift. Rockers were small with
bearings in the cylinder head. Push rod covers were telescopic, & the oil screen was inside
out. Oil pump was standard single stage. Master rod bearings were babbit. Cam oiler bracket
was of single piece construction. Timing was variable. Valve springs were of light
construction. Knuckle pins were threaded. Cylinder hold down studs were 3/8". Crankcase
front section was cast, and the engine had a small oil sump. No clutch on engines having 5:1
blower ratios; 4 surface clutch on 7:1 engines.

R-1340-A1: ("Long nose" engine.)

6" longer than the "A" and required a new crankcase front section, crankshaft, etc. Limited
quantity built, and they were obsolete.

R-1340-A2: (Experimental)
This engine had an ell head. When first designed, the head had a one-piece cast design, and
the barrel was shrunk in. Later, this design was changed to two-piece design and the upper
portion bolted on. The ell head eliminated the use of push rods and rockers. In their place, a
special valve tappet arrangement was used. This engine did not go beyond the single cylinder
stage.
R-1340-A3: (Low head)
This engine was of small diameter having a low head which necessitated shortening the
master rod, link rod, length of valve guides, pistons, etc. Superceded by R-1340-F series,
below.

R-1340-B:
This engine was equipped with a four surface clutch which required a new rear crankshaft.
Had a larger crankpin diameter than the "A." Floating 7:1 blower gears were used in the last
of these engines. Straight air scoop, hot spot with small "tees" and tubing were first used on
this model. Nose section forged instead of cast. Blower and rear case were 10-vaned like the
"A."

R-1340-C:
Plates were added to the clutch, making it a six surface unit. Cylinder barrels were fine finned.
Cylinder heads were new, having vertical fins. Main cases were strengthened and a new cam
with a forged pinion, external hydro-adjustable propeller mechanism, larger sump, new oil
suction pipe, lead-bronze master rod bearing, rocker bearings in rocker, lengthened blower
section, were improvements. Also a 7B carburetor was used.

R-1340-C1:
Cowl bosses were added to the cylinder heads. Master rod was strengthened. One-piece lock
type master rod bearings, small head diameter knuckle pins, new cam rim, hard pin
crankshaft, larger oil drain pipe, angular grease fittings, seven-vaned rear section and oil
regulator made optional with hot spot were improvements in this engine.

R-1340-C2:
This engine was equipped with the Hasbrouck fuel injection system. This eliminated the
carburetor. Only one or two of these engines were built. This type was superceded by the R-
1340-D2, below.

R-1340-D:
This engine had a vaneless diffuser, eight surface clutch, main case reinforced for reduction
gear, crankshaft with case hardened crankpin, oil regulator as standard. Approximately 50%
of these engines had a seven-vaned rear section and blower to match, self-oiling adjusting
screws, coarse tooth cam with improved profiles and a NA-Y8A or 8C carburetor was used.
R-1340-D1:
These engines had a split pin crankshaft, spring type clutch, oil tight pushrod covers, larger
rockers, vertical or side vacuum pump drives, bronze rear cones, tapered compression rings,
two-piece intermediate gear for ratios higher than 10:1, dynamically balanced impellers, large
tees and clamps for hotspot, pressure type deflectors, oil pump with integral bypass, flanged
oil connection, standpipe in crankshaft, heavier valve springs, removable tappets, heavier
magneto drive shaft, and a NA-Y8E or 8F self-priming carburetor. 2100 RPM used a #53 jet in
crankshaft, and 2200 RPM used #60.

R-1340-D2:
These engines are equipped with a Marvel Fuel charger and have a new blower and rear
section. This eliminates the carburetor. The engine is like the D1 otherwise.

R-1340-E:
This engine with the exception of the 14:1 blower gears is like the D1.

R-1340-F:
These engines were of 50" diameter with fine finned cylinder heads, main case of XA-51ST
aluminum, seven spring blower clutch, corrugated inlet valve locks, sodium filled TPA exhaust
valves, short master rod, short articulated rods, pistons, and pushrods.

R-1340-H:
This engine is also 50" in diameter like the F. It has a stronger master rod, link rods, stronger
case, an improved supercharger drive known as "the outboard type," exhaust valve with
stellite faces, new design stronger and stiffer crankshaft, larger and stronger main bearings,
improved supercharger spring drive (clutch,) improved reduction gear, automatic valve gear
lubrication, automatic oil temperature control, self-priming carburetor, new fine fin cylinder
heads, new cam mounting and drive, pressure cooling baffles, propeller control on rear of
sump, new compact hot spot, new design Pratt & Whitney radio shielding. This engine could
have 3:2 or 4:3 reduction gearing.
R-1340-H1:
This engine was similar to the H except the diameter is like the D1 and had an outboard
blower drive, NA-Y9B self-priming carburetor, flat hotspot, Cobalt chrome rotor magnetos,
seven vaned rear section, split pin crankshaft, fine finned #34 alloy heads, forged cases, shelf
type cam, internal hydro-control valve on rear of oil sump, large rockers, oil tight push rod
covers, bronze rear cones, outside-in oil screen, exhaust ports with shrunk in liners, two
breathers in blower without valves, flanged oil connections, pressure feed to rockers, seven-
spring clutch with buttons, Simms magneto couplings, stellite exhaust valves and seats,
heavy duty springs and washers, 3:2 steel cage reduction gear with fixed center pinions, short
spline extended prop shaft, rubber o-rings under cylinder bases, and palnuts on outside of
engine.

R-1340-H2:
These engines of which there were but few built were exactly like the H1, except that a steel
cage blower drive was used instead of the outboard blower drive.

R-1340-H3:
This engine has all the features of the H, but uses fuel injection instead of carburetion.

P&W R-1340's had several configuration numbers as part of it's model number. The typical
current engine's are configured, and are listed in the parts and maintenance manuals as:
R-1340-S1H2
R-1340-S3H1

R-1340-S3H2

R-1340-S3H1-G
(geared)

R-1340-S1H1-G
 Model HP RPM Remarks
Original rating of Engine. 375 was easily
R-1340 375 1900
bumped to 400 HP in late engines.

Covered by Reports 1 & 2. From early

R-1340-A 400 1900
series. 5:1 & 7:1 blower ratios

Carried rating to 6000 feet. (Probably with

R-1340-B 450 2100
7:1 blower?) See Report #6

Improved blower clutch, cylinder

R-1340-C 450 2100
construction. See Report # 8

6:1 pistons, vaneless type diffuser. to 7500

R-1340-D 500 2200
feet. See Report #16

Compression ratio 6:1. Higher blower ratio.

R-1340-D2 550 2200
Rated at 5000 feet. Few mfg.

"D-1" type with 12:1. blower rated at 9k

R-1340-E 500 2200
feet. USAAC, not USN

"D-1" type with 14:1 blower rated at 11k

R-1340-E 500 2200
feet. Limit of single stage blower

Reduced diameter engine. Rated at 10,500

R-1340-F 550 2200
feet. See Report #48

Rated at sea level. Not able to hold HP

R-1340-F 750 2200
with current pistons & blower

Two special engines. Derated from above

R-1340-F 720 2200
750 HP engines

Engine as known today. P&W data is

R-1340-H 600 2200
incomplete, and stops here

Development of the engine under a contract # 31111 was carried out for three engines of the
"F-series" and P&W delivered three. The second engine was delivered to the NAF (Naval
Aircraft Factory) for calibration. It was destroyed in a fire there. Another engine was delivered
to Boeing and was installed in the XF7-B aircraft. The documentation doesn't mention where
the first engine was shipped.
The data from the Archives Section becomes a bit hazy from the "F series" to the "H-series."
It appears that the USN was interested in developing a lot of power out of these engines.
P&W had successfully demonstrated that the engines were capable of 500-550 HP very
reliably. The high output 750 & 720 HP engines are not referenced well, but the
documentation shows that two engines were shipped to the USN under Contract 31112.

It's interesting to note that one variation of the engine (R-1340-E) was run with a 14:1 blower
ratio, developing 500 HP at 11,000 feet! This is the apparent limit of single stage
compression, and any further increases would become marginal. A two-speed arrangement
could have been done, but this also leads to mandatory intercooling if the ratio's are really
high, and that adds weight, and is counter to P&W's basic philosophy in their engines was
simplicity and reliability. In fact, their motto is: "Reliable Engines." They certainly had a
reliable engine in the R-1340 and it's little brother, the R-985. The bigger engines were also
very reliable, and widely used. In my book I explain that some installations in a particular
airframe made it a "winner."

An example was the Douglas A-26. The 2800's were absolutely sweet in those wonderful
birds, and I actually enjoyed working on them!
(Note: The bigger engines became more complex because of more rotating machinery. The
4360's I worked on in C-119's & B-50's had to have a hand-held circular computer to set
valves, time, etc. They were complex only because of the amounts of machinery. They were
basically four each, 7 cylinder engines on a single crankshaft.)
It was far simpler to go to the next bigger engine, the "Hornet A series" at 1690 cubic inches
and 525 basic horsepower, or step up again to the "Hornet B series" at 1860 cubic inches and
575 basic horsepower. The R-1860 Hornet B series topped out at 875 HP. This was very
comparable to the Wright R-1820 engine, P&W's biggest competitor. These engines were
developed right alongside the R-1340, and as did the 1340, their horsepower creeped
upwards too!
Neither the R-1690 or the R-1860 engines was as popular as the R-1340, and were sparsely
populated on a few military aircraft. I have reference to R-1860's usage on
USA/USAAC/USAAF aircraft at 14 installations. The R-1690 was used in 22 installations.
Gathering data from the P&W site, the R-1340 was built in a quantity nearly 35,000 engines,
but the R-1690 was only built in a limited amount of nearly 3,000 engines. Compare these
numbers to the R-1830 and the R-2800. Amazing? Notice also that the R-1690 engines were
used in the Focke-Wolfe FW-200 Condor and the Junkers JU-52's! Manufacturing rights?
The R-1340 was also used as a tank engine, and was built with a total greater than specified
by P&W. I believe this must be just aero engines. During WW II, some other sub-
manufacturer's I have seen were Lycoming, and Studebaker. I believe that Jacobs may also
have been reported, but I'll try to find this out via the Archives.
For a comparison, when I did research for my book, the R-1340 was used in hundreds of
applications! There are others I'm sure, but it is very, very limited, and no major field
population ever existed for these two engines, the R-1690 & the R-1860. I use a source
called: "US Army Aircraft 1908-1946" by James C. Fahey as my guide, also data from the
P&W Website. While it is fairly accurate, in all reports & documentation, (including mine,)
errors do creep in! Please note too that it's only for Army aircraft, no Navy type aircraft data is
available to me at this time.

The R-1340 engine continued development, but the documentation stops here. The "H series"
is currently rated at 600 HP for T/O and 550 HP at cruise. P&W defined improved cylinder
heads and an improved crankshaft for increased reliability. If you go back in the
developmental cycle of the T-6/SNJ, you see where the engine was rated at 550 HP for T/O,
and 500 at cruise originally. These were the military versions of the engine with dash
numbers. I've asked P&W for any more continuing data in their developmental cycle.
Information from the P&W historical file for R-1340 in US Navy application.
R-1340-4, 8, 10, 12, 16, 20, 24, 28, 30, 38, 80, 88, 92, & 96 were the USN "dash number's" of
which the 80 & 90 series did not apply to the SNJ. After the -56 engine, all T-6/SNJ engines
used the "AN-1" as a standard. These engines were the military derivations, and could be
geared engines too.
I worked on de Havilland U-1A Otter's, using the R-1340-59 & -61 variations, and I know the
US Navy had a similar model called a UC-1, and later the NU-1B. The Navy did not have had
a "Navalized" version of this engine. There's no direct way to tell by the military dash numbers
what gearing options, (if any) etc the engine contained.
R-1340 Installations in North American Aviation (NAA) Aircraft:

Engine and dash number Usage Application

R-1340-6 SNJ-1 Scout trainer, similar to BC-1

Trainer; 550 HP; Flat Bottom

R-1340-36 SNJ-2
Rudder

R-1340-38 SNJ-3 Same as AT-6A; Trainer 550 HP

From Y1BT-10 for Navy; 550

R-1340-41 NJ-1
HP

BC-2 Grd Developmental Trainer for So.

R-1340-45
w/3 bld prop Am.

AT-6, BC-1, Trainer, Instrument trainer 550

R-1340-47
1A, 1B, 1I HP

Same as SNJ-3; Trainer 550

R-1340-49 AT-6A,
HP

R-1340-56 SNJ-2 Second Batch; Trainer 600 HP

AT-6B, C, D, Gun/photo Trainer, Inst., FAC

R-1340-AN-1
F, G 600 HP

Note: There were a whole raft of dash numbers that did not apply to NAA aircraft:
-1, -3, -7, -9, -11,-15, -16, -17, -19, -21, -23, -27, -29, -31, -33, -35, -39, -43, -51, -53, -55, -57,
-59, -61.
There were also some civilian models installed in military aircraft, R-1340-C, -D, and a very
special XGRS-1340-E geared engine. There were engines with side turbo's and fuel injection!
The civilian engines R-1340-AN-2 & AN-3 were taken from the military R-1340-59 & -61
respectively. There were also various versions installed in the same aircraft series as in the
SNJ-3 for example.(SNJ-3 had -38's & AN-1's both installed.)
Commercial versus military equivalencies:

Blower Installation
Commercial Military Type
Ratio

R-1340-
R-1340-S3H1 10:1 A/C Vertical
AN1

-S1H1 None 12:1 A/C "

-S1H2 -48 & -57 12:1 Hel Angled

-S3H1-G -AN2 & -59 10:1 A/C Vertical

-S1H1-G -AN3 & -61 12:1 A/C "

-S3H2 -40 10:1 Hel Angled

The various R-1340 engines installed in H-19 (Civilian S-55) helicopters were put in at a 39º
nose-up angle. This was a reversed installation, with the accessories pointed forward, making
this installation easy to work on in the accessory section. The prop shaft was coupled with a
clutching mechanism to connect or disconnect the rotor via the transmission. Angled engines
may not have a generator pad installed on the accessory section. The generator was driven
by other means. There were also some test installations of the 1340 mounted horizontal. The
rear case became the sump, and the nose case became part of the venting system. They
also used different thrust bearings. These were not too successful, and never went into
production, but the "little brother" R-985 used this configuration successfully in several
helicopter applications.
Geared production engines used a 3:2 reduction gearing, and a 4:3 gearing was offered in the
early R-1340-H series. The geared -45 engine was a 1930's developed engine with a prop
governor in the rear accessory section. The -59 & -61's had a governor mounted out front like
the direct drive engines as I recall (?) I never remember having to do any governor work in the
accessory section on the DHC-3 Otter.

Special thanks to P&W Archives volunteer Jesse Hendershot for researching data for me!
Early Pratt & Whitney data can be found on the Internet. I downloaded the following sites:
Pratt & Whitney
Old engine.org
"Aerofiles"
AEHS Home Excellent source of R-1340 & other P&W series engines

Edited by John C. Barnitz

March 2018