Shortround6
Major General
The use of water in jet engines was for a different purpose or perhaps better stated as a different method of achieving the same purpose, that is more power
However in the jet/s it was help cool the combustion chamber/s and turbine and faded from use when better combustion chamber materials and design become available and when better turbine blade material and cooling methods also became available.
It was used in some early jets like it was used in Piston engines, to increase the density of the air flowing through the compressor but since jets are not really subject to detonation that reason for using it was out.
In jets the major limit to more power for brief periods of time was turbine temperature, monitored by jet pipe or exhaust gas temperature.
cooking the turbine blades could lead to catastrophic failure very quickly.
In piston engines it was detonation in the cylinders which could lead to either mechanical failure parts stretching, bending, breaking and departing the engine at high speed) or local over heating, few pistons actually melt from the average temperature in the combustion chamber but once pre-ignition or low grade detonation sets in the meeting of flame fronts inside the combustion chamber can lead to localized hot spots well above the average "high" or peak temperature in a properly running engine. Then you get holes in pistons and other meltdowns.
I would also note that in some cases it is easier to use an "internal" coolant ( water injection, excess fuel) than redesign the cooling system of an existing engine. Change the amount of fin area on an air cooled engine or change the water passages in a liquid cooled engine, or pump volume or change oil system to handle more heat.
I would note that the using excess fuel method was known and used in WW I on air cooled Renault V-8 engines and their derivatives which were known for horrible fuel consumption and almost glow in the dark cylinder heads
However in the jet/s it was help cool the combustion chamber/s and turbine and faded from use when better combustion chamber materials and design become available and when better turbine blade material and cooling methods also became available.
It was used in some early jets like it was used in Piston engines, to increase the density of the air flowing through the compressor but since jets are not really subject to detonation that reason for using it was out.
In jets the major limit to more power for brief periods of time was turbine temperature, monitored by jet pipe or exhaust gas temperature.
cooking the turbine blades could lead to catastrophic failure very quickly.
In piston engines it was detonation in the cylinders which could lead to either mechanical failure parts stretching, bending, breaking and departing the engine at high speed) or local over heating, few pistons actually melt from the average temperature in the combustion chamber but once pre-ignition or low grade detonation sets in the meeting of flame fronts inside the combustion chamber can lead to localized hot spots well above the average "high" or peak temperature in a properly running engine. Then you get holes in pistons and other meltdowns.
I would also note that in some cases it is easier to use an "internal" coolant ( water injection, excess fuel) than redesign the cooling system of an existing engine. Change the amount of fin area on an air cooled engine or change the water passages in a liquid cooled engine, or pump volume or change oil system to handle more heat.
I would note that the using excess fuel method was known and used in WW I on air cooled Renault V-8 engines and their derivatives which were known for horrible fuel consumption and almost glow in the dark cylinder heads