AlliedSignal AGT 1500 - Archived 3/1997

(c)Power increase proposed in late 1991 (see Recent Activity section below).

Price Range. $325,000-$335,000 for AGT 1500; TME Propulsion System (TME-PS) with the AGT 1500 estimated at $425,000-$450,000 (the latter estimated in 1996 US dollars).

Competition. The AGT 1500 faced competition from diesel engines for the M1 application, particularly the MTU 783/883, and the Makila TI for rail applications.

Technical Data

Design Features. Design features of the AlliedSignal Engines (which includes the former Textron Lycoming) AGT 1500 include the following:

Intake. Air enters vertically through a vehicle-mounted two-stage air filter, composed of a Donaldson inertial particle separator and a barrier filter, and is turned 90° to flow axially through the compressor.

Low Pressure Compressor. Five-stage, axial-flow stainless steel LP compressor of constant outside diameter, with variable inlet guide vanes. Stage 1 blades are mid-span shrouded, and are of wider chord (low aspect ratio). Two-piece compressor case.

High Pressure Compressor. HP compressor consists of a four-stage axial-flow unit followed by a single centrifugal compressor. The HP compressor counter-rotates relative to the LP compressor. Overall pressure ratio is 14.0-14.5:1. Axial stages are of stainless steel, centrifugal unit of steel. HPC case houses four brazed tator assemblies, the last stage of which has a double row of vanes to remove all swirl to the centrifugal compressor.

Recuperator. High-pressure air from the centrifugal compressor travels radially and is turned 90° to flow through the internal passages of the recuperator. The air recovers some of the heat from the exhaust and is passed forward to enter the combustion chamber. The cylindrical recuperator, from Solar Turbines, surrounds the output shaft/reduction gear assembly, and consists of stacked hydroformed plates which are resistance/laser-welded together. Air enters the recuperator with a temperature of over 850°F [454°C] and, after removing some of the heat from the exhaust gases, is channeled to the combustor. Recuperator material is IN625.

Combustor. Single tangential scroll-type reverse-flow annular combustor, with a Unison Industries (formerly built by AlliedSignal Controls & Accessories) exciter, single spark igniter and fuel nozzle. Combustion air enters at 1050°F [566°C] at 206 psi [1420 kPa]. A bolted cover provides easy access to the combustor.

High-Pressure Turbine. A single, air-cooled HP axial turbine drives the high pressure compressor. Disc is forged Waspaloy. Cooling air enters the roots of the 28 turbine blades and exits through trailing edge holes. TIT is approximately 2180°F [1193°C].

Low-Pressure Turbine. A single, uncooled axial stage drives the LP compressor via the inner coaxial shaft. The LP turbine nozzle has 23 nozzle vanes integrally cast with their inner and outer shrouds.

Power Turbine Assembly. Two-stage uncooled axial-flow-design power turbine drives the aft-mounted output shaft; a reduction gearbox reduces the 22,500 rpm to 3000 rpm. Both stages are tip-shrouded. A variable power turbine inlet nozzle controls power output with shifting loads, thereby preventing overspeed and overtemperature.

Accessories. The auxiliary gearbox is located beneath the compressor housing and is driven from the HP compressor shaft. A vehicle hydraulic pump is driven by the gearbox, which provides hydraulic pressure for the vehicle's systems. FADEC is standard on AGT 1500A. Fuel pump provided by Globe Motors. Engine automatic transmission and final drive provided by Allison Transmission.

Dimensions. Approximate dimensions of the standard AGT 1500 are as follows:

Performance. Performance parameters of the AGT 1500 include the following:

Performance. Approximate SFCs are as follows:

Variants/Upgrades

Among the major variants of the AlliedSignal AGT 1500 are the following:

AGT 1500. The AGT 1500 is the basic engine version in the AGT 1500 program. It develops approximately 1,500 shp [1 118 kW]. Power increase to 1,675 shp [1 249 kW] proposed in late 1991 (see Recent Activity Section below).

AGT 1500A. The AGT 1500A is a product-improved AGT 1500 for use in the Transverse-Mounted Engine (TME) power package developed for possible use in upgrades of the US Army's M1 tank series. See Program Review section below for a description of the TME package.

Program Review

Background. In November 1976, the US Army awarded the XM1 Main Battle Tank contract to Chrysler Corporation, Detroit, MI: that decision marked a milestone in that the Chrysler entry used a then Avco Lycoming (now a part of AlliedSignal Incorporated, AlliedSignal Engines) AGT 1500 vehicular gas turbine engine. The contract also initiated the first large-scale gas turbine-powered vehicle program ever: total procurement of the engine by the US Army and US Marine Corps is likely to exceed the 12,700-unit mark.

AGT 1500 Development. Development of the AGT 1500 began in the mid-1960s; Lycoming had put over 12 years into the program prior to its acceptance in 1976. Originally conceived as an alternate engine for the MBT 70 tank, the AGT 1500 received initial funding from the Army Tank-Automotive Command and competed against two diesel designs for the contract. However, escalating costs, delays, and political constraints generated by the joint Germany/ USA program resulted in the MBT 70 effort being scrapped.

Faced with the need for an M60 replacement, Congress and the Army began a new program, with Chrysler and General Motors as competitors. The effort was designated XM1, and Chrysler selected the Connecticut-made gas turbine power plant for its design. GM offered a Teledyne Continental diesel-powered advanced design with increased acceleration characteristics.

In the late 1970s, Chrysler came close to bankruptcy as the result of sagging auto sales. In order to raise funds under provisions of the US Government Loan Guarantee Program, Chrysler was forced to sell off its Defense Products Division in March 1982 to General Dynamics: the change in management had no impact upon production. The tank program is presently conducted by GD's Land Systems Division; Detroit, MI, USA: production takes place in Warren, MI, USA, and Lima, OH, USA.

AGT 1500 Applications. To date, the sole application of the AGT 1500 has been the Chrysler/General Dynamics M1 Abrams tank series, designed by Chrysler Corporation, Defense Products Division, and later sold to General Dynamics Corp, Land Systems Division (Detroit, MI, USA). The M1 combat weight is 61.5 tons [55,79 metric tons] as originally equipped, while the M1A1 with the 120-mm M256 cannon and depleted uranium armor has a combat weight of 67.59 tons (61.3 metric tons) and M1A2 version is 68.75 tons [62,48 metric tons] combat weight: all are 32.3 feet [9,85 meters] in length, 12.0 feet [3,66 meters] in width, and 9.48 feet [2,89 meters] high. The M1/M1A1/M1A2 has a maximum speed of 41.7 mph [67,1 km/hr] and a range of between 240 and 310 miles [386-499 km], depending on model and whether or not NBC equipment is in use. The last price quoted for the tank for the US Army was $4.285 million in FY92/93, while the FY90 price for the M1A1 for the US Marine Corps is $2.517 million.

US Army M1 Procurement. Despite attempts at multiyear funding by the US Army, Congress has changed the tank authorization quantity virtually on a year-by-year basis. Recent procurement quantities were: in FY86, 790; FY87, 810; FY88, 689; FY89, 555; FY90, 481; FY91, 240; and FY92, 18. No procurement funding was authorized by Congress in FY93 and beyond. Recent funding has focused on M1A1/A2 block upgrade efforts.

Prior to FY86, historic M1 procurement by the US Army is as follows: FY79, 110; FY80, 309; FY81, 569; FY82, 700; FY83, 855; FY84, 840; and FY85; 840.

US Marine Corps Funding. The US Marine Corps, in early 1985, announced that it would replace its M60A1 tanks with the M1A1, with funding starting in FY88: the total procurement amount at the time was listed as 545 units, with the possibility of 15 additional units for attrition. Minimal funding was authorized in FY88, and the start of procurement occurred in FY89. While the service, in January 1988, sought 66 tanks in FY89, the Amended FY89 Budget Request, submitted in February 1988, requested $36.0 million in procurement funds for 14 vehicles. A total of 66 vehicles were finally funded for FY89, and 155 in FY90; no vehicles were sought in the service's FY91 or later Budget submissions.

M1 Block III Tank. In mid-1986, the US Army began investigating the next step beyond the M1A1/ M1A2 Block II system, intended for service in the late 1990s and beyond. The Army's Block III tank is, at present, only a design concept. Research done by Forecast International's Military Vehicles FORECAST indicates that the tank could be very - if not radically - different from the current M1 tank. Among the options being explored are new engines, including diesels and a John Deere Model 580 three-rotor rotary power plant.

Export Sales of M1A1. The M1 Series of Main Battle Tanks has garnered export sales.

EGYPT. The first export sale of the M1A1 came nearer to fruition in June 1987, when it was announced that an agreement had been made with Egypt, whereby that nation would acquire 555 M1A1s. The program called for GD to deliver 25 fully-assembled tanks in late 1991 (the vehicles were delivered by the end of 1991), followed by coproduction of 530 tanks over a 10-year period beginning in 1992. Egypt would initially assemble the tanks from kits provided from the USA, but would gradually produce components such as sprockets, wheels and tracks. An estimated 81 percent of the total work content, however, would remain in the USA, with Egypt not producing components having a critical or classified technology such as armor, fire-control systems, engines and transmissions. In early 1996, Egypt was requesting 31 additional M1A1 kits from the US.

As told to Gas Turbine FORECAST on November 30, 1988, Egypt got the AGT 1500 engine as part of the M1A1 package: engines were shipped to GD.

SAUDI ARABIA. The second export sale was recorded in late summer of 1987 when Saudi Arabia ordered 315 M1A1s. A follow-on order for an additional 150 tanks was subsequently placed, and an additional order for 235 tanks remains a possibility.

KUWAIT. Kuwait selected the M1A2 in October 1992. As many as 285 engines will be required in support of the 218-tank requirement.

OTHER POTENTIAL CUSTOMERS. The United Arab Emirates (UAE) requested an emergency evaluation of the M1A1 in mid-1990, and shortly thereafter requested 337 tanks; early in their investigation of competing tank designs, the UAE considered competing the M1 buy against the British Challenger and French LeClerc main battle tanks. The UAE finally decided on the LeClerc.

The M1 Series has also been evaluated by Canada, Israel, Spain, Sweden and Switzerland.

AGT 1500 Continuing Engine Improvement Program. Under US Army Research, Development, Test, and Evaluation funding, the AGT 1500 is undergoing improvement to its low-power fuel economy and improvement of its air filtration system. Through FY82, the AGT 1500 Fuel Economy Program (FEP) component hardware was fabricated and rig tested. One full engine was tested with a fuel mission improvement of 10 percent. This funding was extended to include improvements to the module interchangeability feature. During this same time, 1982-1984, the new self-cleaning air filter was tested and verified and the development of the new Pulse Jet Air Cleaner proceeded. Additionally, work on a more efficient ceramic recuperator, more temperature-tolerant turbine blades, and improved oil/bearing temperature tolerance has begun.

In May 1988, Textron Lycoming set up a task force to reduce the cost of training tank crews. It was determined that the excessive amount of time the M1 tank spent at idle provided an opportunity to reduce fuel costs. An initial series of tests was begun at Fort Knox, KY, USA, with an M1 modified to accept a new Lycoming Digital Electronic Control Unit (DECU) and the standard analog control unit. A series of follow-up tests were conducted at Aberdeen Proving Grounds, MD, USA, in June 1989. The tests demonstrated 11-percent to 26-percent lower fuel consumption at idle than a current production engine. The improved DECU and other modifications could provide up to 20 percent lower fuel consumption at idle relative to current-production engines.

AGT 1500 Increased Power? The possibility exists of additional government funding for an increased-horsepower AGT 1500 to support future vehicle weight growth. While major gas turbine efforts in US Army research and development are confined to advanced work in radial turbines, ceramic components and coatings, and the new LV100, Lycoming had held talks with the Army about raising the power of the AGT 1500 to 1600 shp, and has done design studies on its own of raising the power to 1,700 shp [1 267 kW]. Indeed, with weight growth of the weapon system having generated an all-up weight of 67 tons, and over 70 tons [63,5 metric tons] for an M1A1 variant, an increased-performance AGT 1500 might be deemed necessary if both the Army and Marine Corps wish to maintain their requirement for a tank with a power-to-weight ratio of 25 hp [18,64 kW] per ton. At that figure, 1700 shp would be required for a 70-ton vehicle and 1675 hp for a 67-ton vehicle. The AGT 1500 is inherently capable of such growth without external dimension change or weight growth: such growth would likely occur as a Component Improvement (CIP) effort.

In late 1991, Textron proposed a Performance Recovery Program (PRP) for the AGT 1500 which would raise the engine's power by 175 shp to 1675 shp, give 40-percent better fuel efficiency during training and 15 percent better efficiency during battlefield conditions. The increase in power would be attained by increasing the power turbine speed by 20 percent and improving the HPT efficiency. A two-stage reduction gearbox would enable the transmission to handle the same input speed as before.

A 75-hp Combat Support Module (CSM) would also be incorporated. The CSM consists of an APU, exhaust duct and air inlet. It would be mounted as a fifth module of the tank engine; is connected to the engine accessory gearbox through a two-way clutch; and uses main engine oil, fuel and filter air.

AGT 1500 Transverse Mounted Engine (AGT 1500 TME). Textron Lycoming has been developing a product-improved version of the AGT 1500 engine, designated the AGT 1500 Transverse Mounted Engine, for use in the Transverse Mounted Engine Propulsion System (TME-PS) for the US Army. The new propulsion package is mounted sideways, with the TME engine's centerline parallel to the transmission output centerline. For the AGT 1500, the front power input module of the transmission is eliminated and the left side output housing is modified to accept power input. A power link from the AGT 1500 TME (the AGT 1500A) engine to the Allison Transmission Division (formerly Detroit Diesel Allison Transmission Division) XT1100-3 transmission was accomplished using simple spur gears, which are located in a transfer gear case. In addition to housing the power link, the transfer gear case serves many purposes in that it also functions as a rear engine mounting structure, houses the torque converter, and acts as an accessory gearbox as well as a power take-off (PTO). A FADEC replaces the current electrohydraulic transmission and engine control units. A more compact and efficient air induction system, incorporating a self-cleaner, was developed by the Donaldson Company Incorporated, Minneapolis, MN, USA.

Also incorporated into the TME-PS is an 80-hp [59,6 kW] John Deere spark-ignition rotary engine, which generates electrical power and which drives the NBC system. The elimination of the turbine bleed air requirement thereby improves engine life and dramatically reduces the need to run the main engine at idle.

The complete TME-PS power package weighs approximately 7800 pounds [3 538 kg], and is 2,13 meters long, 1,98 meters wide and 1,18 meters high. The hull space freed up, approximately 56 cubic feet [1,58 cubic meters], can be used to carry additional fuel, ammunition, electronic countermeasures, NBC equipment, or an autoloader.

The Allison XT1100-3 transmission is reportedly only 46 percent common to the in-service X1100-3B unit. The newer unit has seven, as opposed to four, forward gears, plus two reverse gears.

Funding

In October 1994, a Joint Conference Committee of the US House of Representatives and the US Senate appropriated funds to finance a program between the then Textron Lycoming and the US Army to improve the durability of the AGT 1500 overhauled engines. The funding is intended to support a Service Life Extension program which includes provisions for improved engine overhaul and upgrade techniques developed by Lycoming and the US Army's Anniston, AL, Depot, as well as the manufacture of spare parts.

The program will infuse new technologies and repair methods into the Army's engine overhaul procedures to raise the durability level of overhauled tank engines. AlliedSignal is required to provide full engineering support to Army Depot personnel to jointly develop improved procedures and quality control standards, as well as to design technologically improved parts.

In total, $20 million in FY95 funding plus $12.5 million in unobligated funds from FY94 were committed.

In September 1995, the US Army's Tank Automotive Command awarded AlliedSignal a $24.0 million increment as part of a $32.0 million firm fixed price/ cost plus fixed fee letter contract for a service life extension program for 120 AGT 1500s. Work will be completed by December 31, 1996, a probably represents the last work in support of the AGT 1500 which will be carried out at the Stratford Army Engine Plant.

Analysis. After nearly 13,000 engines produced, production of the AGT 1500 has ended, and the Stratford Army Engine Plant where it was built will close in 1997. AlliedSignal is not pursuing further vehicular turbine engine development since the LV100 engine was not selected for the next generation of US armored vehicles. The US Army's Anniston Depot will support the engines in the field. The last task Allied is performing is an improvement program with the Army which is designed to infuse new technologies and repair methods into the engine and its support structure. This is clearly an attempt by the Army to minimize support costs before the existing support capability at Allied's Stratford site is lost. AlliedSignal is moving all of its Stratford operations to Phoenix, and most of the people who worked on the AGT 1500 program have left the company.

The Army contracted for thousands of spare engines, so that filling a few hundred additional tank orders worldwide would not be a problem. Egypt, for example, is requesting 31 additional M1 Abrams kits from the US in 1996. Saudi Arabia and Kuwait remain potential purchasers of tanks to add to those already purchased.

Recent Contracts

The then Textron Lycoming has received considerable funding from the US Army, Tank-Automotive Command, Warren, MI, USA. Recent major awards include the following:

Timetable

Among the major events in the AGT 1500 program are the following:

Worldwide Distribution

As of the start of 1996, of the estimated 8,805 M1 Series tanks that had been built and delivered, the approximate worldwide inventory of vehicles was as follows (note: number enclosed in double parentheses indicates total M1 requirement of each country):

Forecast Rationale

With no new-build M1 Series tank production for US military needs, AlliedSignal Engines is merely producing spare AGT 1500 parts for the US Army to assure adequate reserves. A number of engines, however, for FMS (including Kuwait) needs is being taken from US military inventory stocks, thereby altering AlliedSignal's earlier-laid-down production plans. Since hopes for more tanks from the USA have virtually disappeared, the only faint hope for AlliedSignal is additional engine orders for follow-on tank buys by Kuwait and Saudi Arabia.

The Stratford Army Engine Plant is currently involved in a Service Life Extension program which includes improved engine overhaul and upgrade techniques developed by Lycoming and the US Army's Anniston, AL, Depot, as well as the manufacture of spare parts. The program is intended to, over the span of 24-36 months, infuse new technologies and repair methods into the Army's engine overhaul procedures to raise the durability level of overhauled tank engines. Allied is required to provide full engineering support to Army Depot personnel to jointly develop improved procedures and quality control standards, as well as to design technologically improved parts.

Ten-Year Outlook

No further AGT 1500 engine production is forecast. This report will remain in its current format for one year after the date of publication, after which the data and information will be condensed and melded into the end-of-tab report, "Design, Preproduction and Inactive Programs."