38-464: MR1 or MR-1 may refer to: Bristol M.R.1 , an experimental biplane HAWAII MR1 , a sea floor imaging system Major histocompatibility complex, class I-related Mercury-Redstone 1 , an unsuccessful unmanned American space mission PNKD , or myofibrillogenesis regulator 1 Shewanella oneidensis MR-1 , a bacterium Hadoop architecture Map/Reduce version 1 [REDACTED] Topics referred to by
76-609: A Hispano-Suiza together with works drivers Pilleveridier and Zucarelli in the Coupe des Voiturettes Boulogne and the Catalan Cup Races, gaining second and fourth places respectively. France was soon proving to be a larger market for Hispano-Suiza's luxury cars than Spain. In 1911, an assembly factory called Hispano France began operating in the Paris suburb of Levallois-Perret . Production was moved to larger factories at Bois-Colombes , under
114-760: A firm affiliated with Erwin Leo Himmel . However, the planned production never materialised. The official revival of the Hispano-Suiza brand occurred at the 2019 Geneva Motor Show with the debut of the Carmen , an all-electric supercar. This car was presented by the company Hispano Suiza Cars that is associated with the Peralada Group owned by the Suqué Mateu family, descendants of one of Hispano-Suiza's original founders, Damián Mateu [ es ] . The car's design
152-725: A higher performance 20 mm design that was also used in the US as the M139. A variation of the 20 mm guns used on the Lockheed P-38 Lightning aircraft were produced by International Harvester . In 1970 Hispano-Suiza sold their armaments division to Oerlikon , the HS.820 becoming the KAD. In 1940, Hispano-Suiza, together with the Spanish bank Banco Urquijo and a group of Spanish industrial companies, founded
190-444: A low strength-to-weight ratio, was not going to be the material of choice once the problems of joining aluminium alloy members together and preventing their corrosion had been solved. Vickers in the UK were one of the first to make steel-framed and sparred aircraft that flew, with their series of R.E.P -type monoplanes no.s 1-8 produced between 1911 and 1913. In Germany, Junkers produced
228-523: A maximum speed of 177 km / h. In 1925, Carlos Ballester obtained permission to represent Hispano-Suiza in Argentina. The agreement consisted of a phase in which the chassis were imported, followed by complete domestic production in Argentina. Thus Hispano Argentina Fábrica de Automóviles (HAFDASA) was born, for the production of Hispano-Suiza motors and automobiles, and also the production of spare parts for other car, truck, and bus manufacturers. After
266-452: A semi-autonomous partnership with the Spanish parent company. In 1946, the parent company sold all of its Spanish automotive assets to Enasa , a Spanish state-owned vehicle manufacturer, and the French arm continued as an independent aviation engine and components manufacturer under the Hispano-Suiza name. In 1968, Hispano-Suiza was taken over by the aerospace company Snecma , which is now part of
304-455: A series of luxury cars with overhead camshaft engines of increasing performance. On the other hand, in the 1930s, Hispano-Suiza's V-12 car engines reverted to pushrod valve actuation to reduce engine noise. During this time, Hispano-Suiza released the 37.2 Hispano-Suiza car built at the Bois-Colombes works. The hood ornament atop the radiator after World War I was in the form of a stork ,
342-469: Is different from Wikidata All article disambiguation pages All disambiguation pages Bristol M.R.1 The Bristol M.R.1 was an experimental biplane with an aluminium monocoque fuselage and metal wings, produced by Bristol during the First World War . Two were built to government order. Early in the development of powered flight, some manufacturers were beginning to consider
380-468: The Hispano-Suiza 12Y was in great demand for practically every type of French aircraft. However, without the Spanish factories, Hispano-Suiza lacked the capacity to deliver enough engines for the rapidly growing French air force, and many new French fighter aircraft remained grounded for the lack of an engine when World War II began. A development of the era were a series of 20 mm autocannon , first
418-584: The Hispano-Suiza H6 . The H6 featured an inline 6-cylinder overhead camshaft engine based on the features of its V8 aluminium World War I aircraft engines and had coachwork done by well known coachbuilders like Hibbard & Darrin and D'Ieteren . Licences for Hispano-Suiza patents were much in demand from prestige car manufacturers world-wide. Rolls-Royce used a number of Hispano-Suiza patents. For instance, for many years, Rolls-Royce installed Hispano-Suiza designed power brakes in its vehicles. In 1923,
SECTION 10
#1732844894441456-562: The Hispano-Suiza HS.9 , followed by the Hispano-Suiza HS.404 . The 404 was licensed for production in Britain and equipped almost all RAF fighter aircraft during the war. Production was also set up in the US, but these versions never matured even though the USAAC and US Navy both wanted to use it in place of their existing .50 BMG weapons. A lesser-known success was the Hispano-Suiza HS.820 ,
494-621: The Pegaso trucks, buses and, for a while, sport cars. After the Second World War, the French arm of Hispano-Suiza continued primarily as an independent aerospace firm. Between 1945 and 1955, it was building the Rolls-Royce Nene centrifugal compressor turbojet engine under license, designing landing gear in 1950 and Martin-Baker ejection seats in 1955. The company's attention turned increasingly to turbine manufacturing and, in 1968, it
532-636: The French Safran Group . The relaunch of Hispano Suiza Cars has been made by the same founding family (4th generation of the Suqué Mateu Family), the company is part of the Peralada Group (owned as well by the Suqué Mateu family) in 2019 with a fully-electric 1.119 HP hypercar called Hispano-Suiza Carmen . In 1898, a Spanish artillery captain, Emilio de la Cuadra Albiol [ es ] , started electric automobile production in Barcelona under
570-482: The French arm of Hispano-Suiza was incorporated as the Société Française Hispano-Suiza , the Spanish parent company retaining control with 71% of the share capital. The French subsidiary was granted a large degree of financial and project independence to bring design and production direction into closer contact with its main markets, but overall direction remained at Barcelona. This arrangement increased
608-427: The French government took control of the French subsidiary of Hispano-Suiza with a 51 per cent share of the capital for the provision of war materiel, renaming the company La Société d’exploitation des matériels Hispano-Suiza. In 1938, the French company ceased automobile production and concentrated on aircraft engine production. At the time, Hispano-Suiza had just introduced a new series of water-cooled V-12 engines and
646-590: The Sociedad Ibérica de Automóviles de Turismo (S.I.A.T.). This led to Spain's first mass-production car maker, SEAT . After the civil war, Hispano-Suiza in Spain was severely affected by the war-devastated economy and the trade embargoes imposed by the allies. In 1946, Hispano-Suiza sold off its Spanish automotive assets to Enasa , a state owned company belonging to the Instituto Nacional de Industria that produced
684-480: The crankcase. Birkigt's novel solution, the Hispano-Suiza 8 , called for the engine block to be formed from a single piece of cast aluminum, and into which thin steel liners were secured. Manufacturing an engine in this way simplified construction and resulted in a lighter, yet stronger more durable engine. Thus, Birkigt's new construction method created the first practical examples of what are commonly known today as "cast block" engines. His aluminum cast block V-8 design
722-796: The first designed and built in Spain by La Cuadra from a Birkigt design. These cars had four wheels, the previous two directional, clutch mechanisms, 3-speed gearbox, chain drive and suspension by crossbows. Two complete vehicles were completed, and there were some more under construction. At some point in 1902, the ownership changed hands to José María Castro Fernández and became Fábrica Hispano-Suiza de Automóviles (Spanish-Swiss Automobile Factory), but this company went bankrupt in December 1903. Another restructuring took place in 1904, creating La Hispano-Suiza Fábrica de Automóviles under Castro's direction, also based in Barcelona. Four new engines were introduced in
760-566: The first true all-metal (for years, aircraft with fabric-clad metal frames were described as all-metal, but the Junkers was steel-skinned as well) aircraft, the Junkers J.1 , flown in 1915. Bristol's first draft designs for metal aircraft date from 1914, but it was not until the increase of aircraft production during the First World War began to put pressure on the supply of high-grade timber that there
798-528: The following specifications apply to, nor if the metal or wooden wings were used. General characteristics Performance Hispano-Suiza Hispano-Suiza ( Spanish for 'Spanish-Swiss') is a Spanish automotive company. It was founded in 1904 by Marc Birkigt and Damián Mateu [ es ] as an automobile manufacturer and eventually had several factories in Spain and France that produced luxury cars, aircraft engines, trucks and weapons. In 1923, its French luxury car arm became
SECTION 20
#1732844894441836-408: The fuselage in four sections. The two forward sections were semi-monocoque (i.e. open channels) with braced longitudinal upper members which, bolted together, held the engine, a water-cooled inline upright 140 hp (100 kW) Hispano-Suiza ) and the pilot's cockpit. Aft, two more sections, both true monocoques, held the observer and carried the tail unit. The two cockpits were close together, with
874-533: The fuselage of the first M.R.1 completed before the wings, Bristol decided to make a set of conventional wooden wings, with ailerons only on the upper planes, for flight trials in mid-1917. These went well and the aircraft was handed over to the Air Board in October 1917. The second M.R.1 did not fly until late in 1918 when the metal wings were at last ready, powered by a 180 hp (130 kW) Wolseley Viper engine. It
912-452: The hollow propeller shaft, avoiding the need for a synchronization gear , a feature used in future Hispano-Suiza military engines. Hispano-Suiza's aero engines, produced both at its own factories and under license, became the most commonly used aero engines in the French and British air forces, powering over half the alliance's fighter aircraft. After World War I, Hispano-Suiza returned to automobile manufacturing, and in 1919, they introduced
950-409: The importance of the Bois-Colombes plant near Paris as Hispano-Suiza's premier luxury car plant, and while the Spanish operations continued to produce luxury cars (mostly the smaller, less expensive models), production in Spain moved increasingly to the production of buses, trucks and aircraft engines at several plants located around the country. Through the 1920s and into the 1930s, Hispano-Suiza built
988-470: The name Hispano-Suiza, in 1914 and soon became Hispano-Suiza's main plant for producing the largest, most costly models. With the start of World War I, Hispano-Suiza turned to the design and production of aircraft engines under the direction of Marc Birkigt. His chief engineer during this period was another Swiss, Louis Massuger. Traditionally, aircraft engines were manufactured by machining separate steel cylinders and then bolting these assemblies directly to
1026-462: The name of La Cuadra . In Paris , Emilio de la Cuadra met the Swiss engineer Marc Birkigt and hired him to work for the company in Spain. Under his direction, two types of La Cuadra gasoline-powered engine cars were started immediately, one equipped with a 4.5 hp single-cylinder explosion engine and another 1.1-litre two-cylinder model, 7.5 hp. In 1900, these two internal combustion engines were
1064-404: The next year and a half – a 3.8-litre and 7.4-litre four-cylinder and a pair of big six-cylinder engines were produced. This company managed to avoid bankruptcy and its largest operations remained in Barcelona until 1946, where cars, trucks, buses, aero engines and weapons were produced. Other factories in Spain were at Ripoll , Seville , and Guadalajara . In 1910, Jean Chassagne competed with
1102-536: The outbreak of the Spanish Civil War in 1936, the autonomous government of Catalonia , on behalf of the Second Spanish Republic , collectivized control of Hispano-Suiza's Spanish factories and placed the company on a war footing. The company was divided into three sections: Because of the international isolation of the Spanish republic, the Spanish arm of the company suffered from shortages. In 1937,
1140-427: The pilot under the wing at mid- chord and the observer under a trailing edge cutout; Barnwell proposed that the short observer's fuselage section should be removable to turn the M.R.1 into a single-seater, though this configuration was not realised. The monocoque sections were very early examples of double-skinned construction, with a smooth outer skin riveted to a longitudinally-corrugated inner skin. The detailed design
1178-448: The same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=MR1&oldid=1159769289 " Category : Letter–number combination disambiguation pages Hidden categories: Short description
MR1 - Misplaced Pages Continue
1216-529: The symbol of the French province of Alsace , taken from the squadron emblem painted on the side of a Hispano-Suiza powered fighter aircraft that had been flown by the World War I French ace Georges Guynemer . The Hispano-Suiza T49 was also designed and made by the Spanish arm of the company between 1924 and 1944; it was the Spanish production version of the H6B model with a 6-cylinder engine of 8,000 cm3, 160 hp and
1254-459: The use of metal in airframes to replace wood. Metal structures, even fabric-covered metal frames, offered greater robustness for handling and transportation as well as better resistance to tropical climates, and some designers could see the possibilities of metal skinning, stressed or not, for aerodynamically-clean cantilever wings and advanced monocoque fuselages. There was a realisation too, that mild steel, familiar from bicycle manufacture but with
1292-491: Was also noteworthy for incorporating overhead camshafts, propeller reduction gearing and other desirable features that did not appear together on competitors' engines until the late 1920s. A major design feature added to the later HS.8B line was the use of a hollow propeller shaft for both the 8B and 8C gear-reduction versions , which when used for the HS.8C versions specifically engineered to accommodate one, allowed heavy calibre (usually 37 mm) projectiles to be fired through
1330-444: Was by W.T.Read . The complete fuselage was of round-cornered rectangular cross-section and quite slender, mounted between the wings. The M.R.1 was a two-bay biplane without stagger or sweep , with ailerons on both planes. Aluminium wing spars proved difficult to make sufficiently rigid and Bristol outsourced their manufacture to The Steel Wing Company at Gloucester, who had built experimental steel wings for other aircraft. With
1368-581: Was damaged beyond repair at the end of its delivery flight to the Royal Aircraft Establishment in April 1919. The first M.R.1 was fitted with metal wings by 1918 and continued to provide useful information on metal airframe construction. In 1923, Bristol's rationalisation of type numbers labelled the M.R.1 the Type 13. Data from Barnes 1964 , p. 129 Unfortunately Barnes did not state which engine
1406-400: Was official interest. During 1916 Bristol's designer, Frank Barnwell submitted a design for a metal two-seat reconnaissance aircraft, the M.R.1 (M.R. for Metal Reconnaissance) and gained a contract for two evaluation aircraft. The fuselage construction was quite novel. Barnwell borrowed from marine experience by using duralumin sheet, varnished to prevent corrosion and used these to make
1444-470: Was taken over and became a division of SNECMA . In 1999, Hispano-Suiza moved its turbine operations to a new factory in Bezons , outside Paris , using the original factories for power transmissions and accessory systems for jet engines. In 2005, SNECMA merged with SAGEM to form SAFRAN . The brand saw an attempt at a revival in the automotive sector with the showing of a model at the 2010 Geneva Motor Show by
#440559