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  #1  
Old 01-30-2012, 07:51 PM
badatflyski badatflyski is offline
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Tha A9 used 1.65 + C3 injection-> 1.78Ata

Several staffels flew the A7/8 with a D2 with the same settings without any pb's (jg300+301) beeing monitored by FW factory.
The A5 1.65ata on the 2 blower's stages flew, just as the A6/7/8.

here some info from a very "knowledgable" person working with a real 190:

"Increasing Knock Limited Performance in the BMW801D2
Part 1
Throughout the war, the BMW801D2 was continually developed to keep
pace with the performance of the allied fighters faced by the FW-190
equipped Geschwaders. The engine became a reliable workhorse and made
the FW-190 one of the best performing low altitude fighters of the war.
It began its design lifecycle with a top shaft output of 1670PS at
Start u Notleistung at 1st Gear supercharger full throttle height and
gained 150 PS by wars end at the same settings. Additional boost systems
raised this power output to over 2100PS. The BMW801D2 was developed to
the limits of its potential and even beyond a point when other motors
such as the BMW802 showed greater promise for a similar effort.
The Achilles heel however continued to be high altitude performance.
This article in two parts will discuss the 4 major systems used to
increase knock-limited performance in the BMW801D2 above the engines
normal Start u Notleistung rating.
---------------------------------------------------------------------------
In June of 1942 BMW completed a theoretical investigation in the potential
development of the motor. Without any major change to the motor it was
possible to increase shaft power output at full throttle height by 40PS
at Start u Notleistung and 110PS at Steig u Kampfleistung. With some major
changes it was possible to get a shaft output of 2000PS without additional
knock limiting performance enhancements. It was determined that the motor
had the potential for developing between 2000PS-2200PS by injection of
knock limiting agents such as water or alcohol water mixtures.
Work began immediately on putting the theory into practice.
Prototype motors were constructed and work began on improving the power
output of the motor at all levels. By July 1942 BMW had constructed several
prototype motors to begin laboratory bench testing. BMW801D2V15 achieved
1950PS shaft output without ram or knock limiting performance enhancements
during this phase. In the quest for attaining the full potential of the
BMW801D2 three knock limiting agent injection systems and one method of
oxygen enrichment of the charge were shown to be practical or worthy of
further investigation.
----------------------------------------------------------------------------
C3-Einspritzung, The Bomber and Attack Pilots Insurance
The first system to see operational adoption was the injection of C3 fuel
as a knock limiting agent directly into the left side of the supercharger
intake.
Motors were modified with stronger pistons adopted from the BMW801E/S
development. These new pistons became the production standard on all
BMW801D series motors in June 1943.

On the 10th of April 1943 the first flight testing of the new system began
with a 25-minute flight in the low altitude portion of the 1st gear
supercharger and resulted in 8 minutes of the systems use.
By the 22nd of April 1943 test flights were using the system as long as 15
minutes and at manifold pressures as high as 1.8ata between 3.5km and
7km altitude.
Initial flight-testing was completed on the 17th of May 1943.
The flight test results concluded however that the system produced 2050PS
in the 1st Gear Supercharger and that a manifold pressure of 1.65ata could
be used reliably. As the pressure fell off with altitude however,
the standard fuel pump was not able to provide sufficient quantities of fuel
to allow the system to develop additional power in the 2nd Gear Supercharger.
The engine cooling was also not sufficient enough for the system to be used in
climbing flight. The fuel pump could not deliver enough fuel to the left hand
supercharger intake to keep cylinder temperatures within operational limits at
climbing speeds. It was felt that a further 50PS of thrust power could be
gained by changing the propeller reduction gearing to a more suitable ratio
in order to fully exploit the new power gains of the motor. The initial
testing was completed and the findings compiled by the 19th of July 1943.
It is interesting to note that JG54 begins reporting experience with the
new system in 23 July 1943."


And a personnal question TO FatCat : has the radiator drag penalty been changed/removed/minimized for the Anton family in the patch?
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Old 01-31-2012, 05:26 PM
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Quote:
Originally Posted by badatflyski View Post
And a personnal question TO FatCat : has the radiator drag penalty been changed/removed/minimized for the Anton family in the patch?
I didn't work on FM in 4.11 so I'm not 100% sure but I don't think that anything is changed about radiators.
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Old 01-31-2012, 07:03 PM
badatflyski badatflyski is offline
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Quote:
Originally Posted by FC99 View Post
I didn't work on FM in 4.11 so I'm not 100% sure but I don't think that anything is changed about radiators.
oh man, i'm so disapointed you didn't add your touch on this one

ooooh FRACK about the drag penalty for rads on Anton's , maybe for the next patch
Will try to get some RL data from real specialists.
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Old 01-31-2012, 07:07 PM
JtD JtD is offline
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What exactly sets the radiator on the 190 apart from all other radiators on WW2 warbirds?
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Old 01-31-2012, 08:23 PM
KG26_Alpha KG26_Alpha is offline
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Quote:
Originally Posted by JtD View Post
What exactly sets the radiator on the 190 apart from all other radiators on WW2 warbirds?
It doesn't have one, thus should have no parasitic drag effect ?

"Kurt Tank's cowl completely enclosed the engine. Cooling air was admitted through a hole in the front of an oversized propeller spinner; a cone in the middle of the hole was intended to compress the air, allowing the small opening to create sufficient airflow. In theory, the tight-fitting cowling also provided some thrust due to the compression and heating of air as it flowed through the cowling."

It does have a complex oil cooling system that runs around the inside of the forwards cowling housing though.




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Last edited by KG26_Alpha; 01-31-2012 at 08:37 PM.
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Old 01-31-2012, 08:23 PM
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Quote:
Originally Posted by JtD View Post
What exactly sets the radiator on the 190 apart from all other radiators on WW2 warbirds?
I think that Bada talks about lowest drag setting being partially opened rads.
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Old 01-31-2012, 08:42 PM
AndyJWest AndyJWest is offline
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The BMW-engined Fw 19Os had an engine-driven fan to increase airflow through the cowling. Presumably this must have taken some power to drive, and I could just about imagine the back pressure from a fully-closed cowl actually reducing available power - though whether this would be significant is hard to tell.
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Old 01-31-2012, 08:58 PM
KG26_Alpha KG26_Alpha is offline
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Quote:
Originally Posted by AndyJWest View Post
The BMW-engined Fw 19Os had an engine-driven fan to increase airflow through the cowling. Presumably this must have taken some power to drive, and I could just about imagine the back pressure from a fully-closed cowl actually reducing available power - though whether this would be significant is hard to tell.
It was just behind the prop, forcing air over the engine and into the oil cooler ring (red), no power loss there, nice try .
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Last edited by KG26_Alpha; 01-31-2012 at 10:12 PM.
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