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Thank you.
It still looks doubtful as to the Fuel injectors ability to cool the fuel and cylinder in that period of time compared to a fuel/mixture coming in 25 Degrees C cooler. Granted the Germans, with their less boost weren't heating up the intake as charge as hot.
I have seen fuel figures for DB engines but they often do not list the specific fuel consumption at full throttle.
The Allied engines are using around 50% more fuel per hp than they are are best cruise. And a lot of that is being used for cooling.
Love when people post this tiny bits of engineering pr0n!Hi Shortround6,
The DB605 was timed for the commencement of the injection at 48 degrees (+/- 2) ATDC on the intake stroke. This was with the inlet valves open and exhaust valves just closed after the valve overlap. I estimate that the maximum injection period would be about 152 degrees of crank angle and so injection would cease before 20 degrees ABDC on compression stroke at the latest. The maximum ignition advance was 45 degrees BTDC so, there was at least 115 degrees of crank rotation on intake/compression after fuel injection finished before ignition.
Cheers
Eng
Hi msxyz,Love when people post this tiny bits of engineering pr0n!I've some material on the Italian version of the DB601, which was built by Alfa Romeo, stashed somewhere including the service manual and the field maintenance manual for the aircraft; I'm going to check (if I can find them in the mess I've at home!) if the timings are similar. (Should be about the same).
Thanks for the info. Your data is indeed the same stated in various manuals I've seen.Hi msxyz,
The DB601A is similar but, was at a much less adventurous stage of development. The timing details are different with a cam that is much more like a normally aspirated engine profile.
601A cam overlap is just 34 degrees and the timing is Exhaust opening at 53 (+/-1.5) degrees BBDC on power stroke. Max ignition advance is 40 degrees.
BTW, I have done some work on an Alfa Romeo 601. It was a very nicely finished motor.
Cheers
Eng
German engineers realised quite a bit earlier than anyone else that fuels needed to be characterised across the entire air/fuel range.German WWII Aviation Fuel Octane Testing Method
Way back in the Aviation Myths thread, I posted a graph of German testing of captured allied fuel vs. C3 anb B4 fuels. The rating was based on air fuel mixture, and gave an octane number across the range of mixtures which was expressed as OOZ - Oppau Octane Number. I was going to do a...ww2aircraft.net
Greg's Airplanes and Automobiles made a very good youtube video addressing this subject that is linked here.
D Deleted member 68059 could you give the info for your book in case anybody is inclined to purchase it? Thank you. (If that violates a rule, please ignore.)
Umm I suppose if I was spamming all the threads with "Buy my book!!" all day the mods would get upset, but I`m pretty sure telling someone who wants to know how to buy one, how to buy one ought to be ok !
Curious question. Water Methanol mix is usually injected in the manifold and is independent from the main fuel system. Its main purpose its to raise the boost pressure without causing detonation by lowering the air temperature fed to the engine. So, in a sense, it works on the same principle of heat exchangers (intercooler) for turbo cars.Was the German water-methanol injection technology better than the Allieds's?