OT stuff from BoB update thread:
Quote:
Originally Posted by Azimech
If you look carefully you'll see thin lines, a pipe, attached the exhaust pipes, running through the fuselage, into that thing behind the intercooler. That's the turbocharger. You'll see a pipe go through the intercooler and from the intercooler back to the engine. It seems they had it right to keep the supercharger attached to the engine, since the turbo takes load of from it, decreasing the load on the engine to drive the supercharger, and being able to boost even more. It was probably even coupled with the barometric device that regulated the variable hydraulic clutch. Anyway I would've chosen that spot due to the CoG.
I wish Flugwerk would build a 190C, just to see how it performs.
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Ah yes, you're right. I was missing the pipeline that was coming out of the exhaust. And the fact that turbo is lined up axially long with the plane's axis.
Having a supercharger and turbocharger - shows why it was so complicated for the era.
Quote:
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A number of attempts were made to use turbochargers on the BMW 801 series as well. The first used a modified BMW 801D to create the BMW 801J, delivering 1,810 PS (1,785 hp, 1,331 kW) at takeoff and 1,500 hp (1,103 kW) at 40,000 ft (12,200 m), an altitude where the D was struggling to produce 630 hp (463 kW). The BMW 801E was likewise modified to create the BMW 801Q, delivering a superb 1,715 hp (1,261 kW) at 40,000 ft (12,200 m), power ratings no existing allied engine could touch. However none of these engines ever entered production due to high costs, and the various high-altitude designs based on them were forced to turn to other engines entirely, typically the Junkers Jumo 213.
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Lovely...
Q: What is the purpose of the small radiator, just below the engine? Second (SC) inter-cooler?