Some more drawings of the FW190C

[Azimech]

To keep the stuff out of the SOW:BOB update topic. For all you turbocharger-lovers out there

[swiss]

removed from the update thread:


They were built - unfortunately the turbo[TK11] was prone to failures and never worked the way it was supposed to.
Now add the increased weight, and as a result the thing showed only minor superior performance over the standard 190.
But with working late 20th century turbo they could be awesome.

(BTW: Thanks the 603, they had an additional MG151)
- 3xMG151 wingroot and engine
- 2xMGFF wing
- 2xMG131 fuselage

www.focke-wulf190.com

If anyone from TD reads this:
I want one!

[T}{OR]

OT stuff from BoB update thread:

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.

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.

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.

- - - -


Lovely...

Q: What is the purpose of the small radiator, just below the engine? Second (SC) inter-cooler?

[Azimech]

I think it's the oil cooler.

[T}{OR]

Makes sense. The intake pipes aren't running through it.

[Fliegenpilz]

Wow! Nice drawings... did you make them by yourself? And, is there a website or something similar where more of those can be found (with cockpit details like here)?

Greetings, Fliegenpilz

[swiss]

Originally Posted by Fliegenpilz

Wow! Nice drawings... did you make them by yourself? And, is there a website or something similar where more of those can be found (with cockpit details like here)?

Greetings, Fliegenpilz

Some here: http://www.ufindbook.com/ebook-histo...52-part-2.html

-> click ebook search and dl

[JG27CaptStubing]

Originally Posted by Azimech

I think it's the oil cooler.

Actually it's an intercooler to keep the air going back to the turbos from Frying them...Also lowering the tempurature makes the air thicker. Interesting to see how its both Turbo Charged and SuperCharged.

[T}{OR]

Originally Posted by JG27CaptStubing

Actually it's an intercooler to keep the air going back to the turbos from Frying them...Also lowering the tempurature makes the air thicker. Interesting to see how its both Turbo Charged and SuperCharged.

TC's inter-cooler is below the cockpit - that big heat exchanger. If it indeed is the second inter-cooler it could only be related with SC, to cool the air after it passes through SC. Watch how the air/exhaust flows and how the pipeline is designed.

I would still go with the oil cooler, like Azimech said.

[swiss]

BUT:
1.
Looking at the blueprint it looks like:
SC->IC->Turbo->Intake
Which I think is odd, very odd. I would expect the highest pressure/temp rise passing the turbo.


2.
Another funny thing is the exhaust manifold and the tubing, outside the airplane.
@10K amsl you got what, -35°?
And your flying >600kph.
Now, cooling down the exhaust gases can't really add to the efficiency, or am I wrong?


Any thoughts?


EDIT:
Point one seems wrong after drawing some lines - but now the setup looks even weirder.




I mean, I would expect they bypassed the SC at some rpm level(And maybe shared the IC for it too), if my drawing are correct, it's more like Turbo->IC->SC->Intake.