RichardSuhkoi
Airman 1st Class
- 158
- Apr 27, 2021
From an engineering point of view an interesting core aspect of octane and knock is combustion chamber design. Which engines / variants had the best engineered chambers? For example, if you did test cell work and monitored oxygen content to compare at identical mix ratios, then adjusted boost to match combustion chamber pressure prior ignition and mapped up to detonation, what would the data say? An idea chamber avoids pressure reflections causing detonation after ignition, and avoids sharp corners that heat up causing hot surface pre ignition. But here is a not widely known German attribute; surface gap igniters. Spark plugs with protruding electrodes risk the electrode edge reaching ignition temperature. Some German engineers realized they could design spark plugs with semi conducting flat insulators that avoided this issue. These spark plugs permitted sparking at much higher pressures than air gap and also permitted lower voltages out of magneto thus increasing reliability of cables and distribution at altitude. The patents were dissolved and taken up by various USA manufacturers and the concept proved critical to success of gas turbine engines.I watched a video on youtube, the author explained that, even though BF-109 is lighter and has bigger engine than P-51, the P-51 ended up being much faster because USA has fuel with much better octane rating of upto 150 while German fuel octance rating is around 80-100.
So my question is, what would happen if we give FW-190, Ta-152 150 octane fuel ? Would they get a huge boost in performance? Or their engine can't handle it?