>>In an airplane, you simply turn it
on when you climb through a given altitude and shut it off when you descend
through the same level.<<
That is so impractical - - - and would so
seriously increase pilot workloads - - as to evidence a lack of appreciation
for the real world operating conditions involved in the operation of a high
powered piston engine across the typical range of operating
conditions.
4) Increase engine speed;
5) Reduce major combustion chamber radius;
6) Reduce/Alter combustion chamber turbulence;
7) Alter combustion chamber wall angles to reduce
infrared and shockwave energy reflected into areas of instabillity.
8)
Relocate
spark plug(s)<<
Rob, I don’t think any of
those fall into the category of “bolt on”
modifications that are feasible for any of the existing engines, which is
where this discussion started.
To increase engine speed, you have
to figure out a way to let the prop blades go super-sonic in a noise sensitive
area - - or install a gear box.
>>Reductions in IAT from the
intercooler will buy one LARGE improvements in the detonation
limited BMEP (ie, more horsepower becomes usefully available).
That sounds a lot like something I said
earlier. Your'e starting to agree with me.<<
Help me, but I don’t
recognize that as anything you said earlier. I thought your
point was that intercoolers made more power by increasing the charge density -
- but had little effect on detonation.
The only reliable way to measure
detonation “margins” is to establish a detonation
limited mean effective pressure - - and then to make changes in
those things that affect detonation and see how much in excess of the
previous detonation limited MEP you can go with whatever it is one
has changed. Running the boost pressure up doesn’t get
you more power - - because the power is - - under those test conditions - -
already detonation limited. THAT is where I think we
started.
What one can do, is to insert a well
designed intercooler - - and then- - and ONLY then - - one can then run up the
boost and obtain more power before one once, again, runs into the
detonation limited MEP.