@FANATIC MODDER, the FMs planes of the pack are not mine, I simply have grouped all the mods for Fw 190 sorted out before in my pack to give them all the 3D improvements and better cockpits that's all, I'm not able to make a good FM...
I know, my comments are for the whole IL-2 community and I hope they will taken into consideration. I posted them here because everything around 190s seem to circle now around your 190 pack.
I won't go into much detail for fear of derailing the thread. What you should do is create a new thread in the general discussion forum rather than the release thread, I used to do this but changed my ways since release threads are really about bug sorting and things like that. We don't want to put a damper on a lot of hard work that goes into mods with discussions about the mod research.
I'm an fmd/emd modder myself (I did the original Ta152C0/603EC, Ta152C1 and C3/603LA) fmd/emd. Probably it hasn't been changed much by sani (who made the original slots for me to do those fmd/emd and he did the Ta152H), since they represented about 6 months worth of research including conversations with Dietmar Hermann and a ton of primary source documentation, test reports and other references. I went the full tilt trying to get as much historic accuracy as I could out of those fmd/emd, even went to a physics website and had some members go through the IL2 program shell with me to get accurate translation from docs to game.
Does it surprise you to learn the German assessment of Fw-190A-4/5 performance is nothing like the British assessment? Which should we believe? Keep in mind at least at first, the British had no information on tuning and pilot guidelines and used their own fuel type, so retuned the first Antons they captured, said to have raised climb rate tremendously for example but never would've lasted in combat conditions in German service like that. They were terribly unreliable as it was. And the British reported none of the severe problems plaguing those models and had no idea about the real problem that kept them from replacing the Messer (it was fuel type).
There is a lot to know about German engines just because of the fuel type. Did you know the engines were designed around the fuel? The British build a great engine then try to make a fuel good enough to squeeze the most out of it in a series of developments. Germans look at engines as the machinery which surrounds a flow rate of a specific fuel type, within which is a specific potential of output. They think of a Daimler or a BMW in terms of specific energy in B4 or C3 fuel and how to get the most efficency from a given flow rate. The engine itself is like an accessory. When you go through war records of places like IG Farben you find out that German aero industry was supposed to use only B4 fuel for a number of engineering reasons, C3 was considered a special missions fuel type only for fighters. There is much to know to come at the German way of thinking on design and performance specifications of their warbirds. Their priorities were different from Allied ones, aero industry was different despite same ends of fighting each other in the sky.
With the boost systems two were used, different. Startleistung is the take off setting by the way, notleistung is the emergency setting at altitude and sondernotleistung is special boost using MW50. Erhoente notleistung is an alternative special boost using a fuel injector in the supercharger intake. MW50 goes into either the supercharger intake (low pressure feed) or its exhaust (high pressure feed).
Both are for one purpose: to stop predetonation during overboost. Hence special boost. The fuel injection method used serially in the BMW from 1943 used a classic automotive racing trick of wetting the mixture right up for overboost, with the injector running at normal settings the motor would konk out. It doesn't really cool the intake very much, barely 1-2 degrees because of compression offset passing through the blower, the fuel-lead helps the impeller slightly but not air temp much, what it does is richens the mixture like a kick in the guts, and you can dump a big load of overboost for a very limited period (about 2mins) before the engine overheats and you need a cruise setting cooldown. And I do mean need it. Drag racers do this all the time, cheap horsepower on the track.
There is a cock next to the throttle which activates the injector and sets overboost only when the throttle is wide open, it does both. The injector must be used with overboost and vice versa only or it won't run. I have documentation about this. There are also strict limitations about how it is used, never near the geraet blower gear change height for example and only at high airspeeds, never for low speed acceleration.
MW50 or water injection ideally goes into the blower exhaust to cool the heated, compressed air. You can get more overboost this way and use it for longer (10mins) and you can also use it at lower power settings to speed up a cooldown period, or extend your climb regime or for low speed acceleration. The limitation here is draining the water tank (30min total supply).
This was also a classic method, called MW30 when used on bombers to increase take off power at low altitude for heavy loads or short fields. More methanol was added to stop freezing at fighter altitudes (5km+), so it became MW50 in fighters. This system wasn't installed or even serially produced until Feb44.
The radial engine didn't like GM-1 very much, it lost climb rate very quickly above throttle height and you need to be at least 1-2km above your full throttle height to use it or you blow the engine. Inline engines get there easier so it works nicely in those so long as the blower isn't too complicated. It didn't actually work so well in the 213E/F motors, only in the Daimlers. GM-1 doesn't make you go faster, just higher. Some engines just have no use for it, the 605AS and BMW are two, the AS can't use it under about 9km and the BMW has problems getting to 7km to use it. Kurt Tank tested GM-1 in the BMW, it was unsuccessful and none were ever serially fitted.
The overboost used in the Dora is a more complicated story, they played with C3 and fuel injector but RLM demanded B4 be used as this would be a major front line type to transition a Messer replacement (Ta series and jets), so they tried low and high pressure MW50 layouts with B4 and got best results using the same system on the Daimler, high pressure MW50 into the blower exhaust and high overboost, with very carefully designed piston crowns and chambers for good burns and low predetonation.
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Topic: Pack Fw 190 & Ta 152 (Read 441715 times)
