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The fuel-injected derivative of the Kinsei became available in late 1941. It reached aircraft in late 1942, such as the Ki-46 III. Jiro Horikoshi mentioned in his book that a 1,500 HP Zero could have made its way into combat by the Summer of 1943, enough to slow the progression of the war.
I think according to Goodwin (?), the 50-series Kinsei (which had bowl-prime indirect injection) had MW injection.There was a lot more than fuel injection that made the Kinsei 60 series capable for 1500 HP (and a bit more). Like the water-alcohol injection (curiously enough, not fitted on the Ki-100 in 1945?), and the bigger supercharger - 12.6 in impeller vs. the 11.4 in on the 50 series.
Granted, the fully-rated Kinsei 62 on a Zero from early 1943 on would've made the life ... interesting to the Allied pilots & crewmen.
As far as I know, that's totally true. The Raiden was also exceptionally lightweight, which meant its dive performance wasn't as good as most American aircraft, since weight is a key characteristic of planes that can dive well. IIRC, according to the TAIC report, its airlerons got heavy at high speed in the 325 MPH range. So it could dive but it wasn't going to turn when diving at high speed.The J2M (Raiden) was noted for it's ability to dive and it's wing was slightly smaller than the F6F's while both types had a comparable fuselage length.
That's why I have soft spot for the Ki-44... It was a good when first deployed just before WW2, and great by 1942. But the IJA just didn't promote it much or spend much effort improving it (as opposed to the slow and flimsy Ki-43)... So ATD69, I agree with you!I see problems with the timing of some of these engines.
The Kinsei 61/2 engine was a very good engine, trouble is when does it show up? If the Kinsei 61 doesn't show up until 1944 it doesn't do the Japanese much good.
The Kinsei 54 was good for 1300hp for take-off, 1200hp at 3,000 meters and 1100hp at 6,200 meters. This showed up in 1942 (?)
The engine in the Ki-43 II was good for 1150hp for take-off, 1150hp at 2450 meters, and 980hp at 5600 meters.
The engine in the Ki-61 was good for about 1175-1180hp for take off and 1080-1100 hp at 3500-3900 meters. This is actually with a few percent of the Allison engines used in the P-40s/P-39s except the Japanese can't use WER.
At the time they working on the Ki-61 (1940-1941) the Kinsei engine may have been the 40 series engines, these had single speed superchargers and around 1080hp at 2000 meters for many versions.
The Ki-44 II with the Ha-109 engine shows up in the very late fall of 1942. This engine has the power to get the job done in late 1942 and into 1943. (Showed up in the Ki-49 bomber before the Ki 44 fighter).
The Japanese put two speed superchargers on many of their engines (along with other improvements) in 1940-41-42, later on there seems to have been a number jump in power so be very careful when trying to figure out what the Japanese could have done in 1941-43 as, just like the allies, many of the 1944 engines did not exist in 1941-1943.
I understand. My thinking was for the IJN not to make the J2M and instead using the IJN's limited resources to make something entirely different for its carriers. The IJN needs to match the Hellcat and Corsair, not the B-29.... unless ten of them are flying fast and low towards your CBG!Making a land based fighter carrier capable (especially a small elevator carrier) is a difficult proposition and rarely 100% successful.
Obsessions die hard. IJN and IJA were rather slow to move on from agility and maneuverability to speed and firepower, and naturally, as the customers, they called the shots. Reynolds and Mach LLC* just wouldn't let them have their cake and eat it too.That big draggy wing that the Japanese used on their fighter aircraft, which improved slow-speed lift at the expense of top maximum speed and sustained turn rate, would never be able to perform at high speed. It didn't matter what kind of engine was used. The faster a Zero went, the poorer its turn performance would become.
I think according to Goodwin (?), the 50-series Kinsei (which had bowl-prime indirect injection) had MW injection. The 60 series did not AFAIK. There may have been an issue integrating direct injection with MW injection. I remember reading about how the Kasei produced too much white smoke in the Raiden with a Kasei 23. Since the direct injection system is mixing fuel-air inside of the cylinder along with the MW mixture being sprayed into the throttle body, it would partially explain the presence of white smoke (an incorrect MW installation). It must have been easier to integrate in a carburated system. But my knowledge of this subject is old and potentially incorrect.
IMO, the issue with the Zero was its big wing. The low-speed turn rate would be great for pilots in disadvantageous position (I.E. being attacked from on high) but a liability when diving to attack or when diving to escape. This characteristic was a flaw on most Japanese aircraft, including the Raiden, Hayate, Shiden, and others. Only a few, like the Ki-44, seemed to have good controllability at high speed relative to their opponents.
Ki-46-III is, at least by my knowledge, the only aircraft powered by a Kinsei that featured a water-alcohol injection system. Engine in question was the Model 61. TAIC manual notes the same.
Wing on the Zero was of about same area, thickness and profile as on the P-36 or P-40. Late P-40 prototype (in 1944) with a proper engine was making 420+ mph in level flight, and P-40s family was reasonably fast in dive.
Even the F4F was with a bigger wing than what Japanese fighters had.
Ki-44 wasn't fielded until well after the war startedThat's why I have soft spot for the Ki-44... It was a good when first deployed just before WW2, and great by 1942.
On 15 Sept 1941 the second and third Ki-44 prototypes and 7 pre-production with the latest modifications were assigned to an experimental squadron that became the 47th Independent Chutai. By 7 Dec 1941 this unit was based in Indochina. 3 force landed on 24 Dec 1941 while in transit to Don Muang, Thailand. By mid Jan 1942 they were operational in the skies over Singapore and had moved to Kuantan in Malaya.Ki-44 wasn't fielded until well after the war started
Thanks, my memory is failing me.Ki-46-III is, at least by my knowledge, the only aircraft powered by a Kinsei that featured a water-alcohol injection system. Engine in question was the Model 61. TAIC manual notes the same.
Wing on the Zero was of about same area, thickness and profile as on the P-36 or P-40. Late P-40 prototype (in 1944) with a proper engine was making 420+ mph in level flight, and P-40s family was reasonably fast in dive.
Even the F4F was with a bigger wing than what Japanese fighters had.
That would be correct.Just a hunch, but I suspect Clayton Magnet is referring to the second world war instead of the pacific war.