.

PI
In ‘I
MR Sept.
—_..--.: .. ....1944/’”
. . .

NATIONAL ADVISORY ICOMMITTEEKM AERONAUTICS

ISSUED

September 1944 as
Memorandum Report

EFFECT OF WATER INJECTION ON KNOCK-LIMITED PERFORMANCE OF A

V-TYPE 12-CYLINDER LIQUID-COOLED ENGINE

By Myron L Harries, R. Lee Nelson, and Howard E. Berguson

Aircraft Engine Research Laboratory

Cleveland, Ohio

,,, . . ,..
,,. ‘, ,“’’””
‘:” .>,
:
...
.,

ACA ~~
.. ’”.

WASHINGTON

NACA WARTIME REPORTS are reprints of papers originaDy issued to provide rapid distribution of
advance research results to an authorized group requiring them for the war effort. They were pre-
viously held under a security status but are now unclassified. Some of these reports were not tech-
nically ed.ted. All have been reproduced without change in order to expedite general distribution.

E -244
. ... . . . .— —

! 311760134348457
~.. ---
---
“--— .+

MAT- A13VIBORY coMaTrEE

K)R AEKIRAUTIES

. .. ,. . .
.’
for the
“#”” Army Ah ~orces, Materiel C“amhan8

Vm?lt 12-omuvIm LImmPcoom ‘RhGmi!

..
By I@m L. Harries, R. Lee Nelson, and Howard E. Bergueon

h
ixsvestigatim was conducted to btezmine the effeot of
water Indectlon on the knock-limited perfonuance of a V-type
12-cylinder liqtia-cOOba engine. The hock-mdtia wrfo~e
teete were tie at an engine qpeeilof 3000 rpm wI* carlmretor-
air temperatures of 1580, 10lo, and 500 F at water-fuel ratios
of O, 0.2, 0.4, and 0.6.

The following table mmnnarize.sthe knock-limited data with-

out water I@ectkm and wIIA water tiJection at a water-ftml ratio
of 0.6:

...
‘.
Ca+
Water-
~~
i
,,—-
I?/.. = 0.08 B/A .— .. .=o.og5
——.--.---i..
,Brake Manifold iBrake ‘ Manifold
buretor
air tera-
*@me&
titio horse- premure ‘horse-
(In. Hg abs.) ~power
pressure
~(in.Hg ab~.)
1
\.* ~:r ox
,>,,J 0, “0.6~ O I 0.,61 0 “~ ;:-
#
1.58 7s0 1560 “36.5 65.8 !9901 16251 46.0 i 71.4
101 “ 950 1735 42.5 68.51245” 1785 I 53.6 i 73.8
50 “ 1350 1965 54.4 75.0 CL570‘1830; 63.2 ; a73.0
-.
Water-fuel ratio of O.4.
 .. . .
.. . . . ..
.
. . .

At the request of the Mmy AA F&rces, M@erlel. Ccnmnands&Its

were conducted at the NACA laboratory In Cleveland to evaluate several
methods of improving the power output of a V-t~e 12-cyllnder liquld-
cooled engine. As a part of this general program Imock-llmlted.per-
fomance tests werqImade with a wide range of cembureto.r-airtemper-
atures to detemlne the effects of aftercoollng on the Imock-limlted
power output of the test engine. The effect of water I@ection on
the perfczmance of a V-type 12-cyllnder liquid-cooled engine was
ddemined during December 1943 and January 1944 by tests with con:
stant carburetor-air temperatures of 158° ) 101°, and 50° F at titer- .
fuel ratios from O to 0.6. A cmmllaticn of the data and a discus-.
sion of the results obtained In &se water-l~ection tests are pm- -
sented herein.

APPARATUS

The investigation was conducted on a V-type 12-cyllnder ltqtid-

cooled alrcrdt engine hav~ a dlspl.acementof 1710 cubic inches.
This engine has a cmnpmssion ratio of 6.65 and Is fitted with pistons
having Imystone upper compression rings. TJIorder to decrease the
possibilities of piston failure due to M@ temperatures and consequent
overe~ion at the high power levels anticipated, the dlametral.
clearances between the piston and the cyllnder wall were hcreased
0.008 Inch over the standard clearances. The engine is equipped with
a double-venturi pressure-type carburetor and a s~e -speed, shgl.e-
81xi@ supercharger with an Impeller diameter of ~ Inches and a gear
ratio of 9.6. Spark plugsj of the standard t~ &talJ.ed by the
manufacturer, were used. The tests were run with an AN-F-28,
*ndment-2, fUSl.

tauation. - The test engine was Bet up on a dynsmcm-

der stand with a 2000-horsepomr eddy-cmnt dynemmeter. 011and
coolant (ethylene glyool) were supplied to the en$lne at specifled
conditions by auxiliary equl~nt. The Installation provided for a
variation of the combustion-air temperature frm -40° to 200° F. The
e4@ne ma fitted wi~ special.water-~acketed exhaust stacks with an
Inside dlemeter of 1~ inches. This size represents a reduction
16
ti diameter of 1/4 jnch below the diameter of the exhaust-valve-port
outlets and a reduction In area of 27.4 percent. The exhaust gases
were carried away through a 12-inch-diameter galle~ wlthln which
exhaust-gas coollng was accczqplishedby multiple sprays of water.
R’essure In the gallery was held ellghtly below atmospheric by an
exhauster fan.

— ——-
 3

..
.
.. . . . .
. .. - The imter wao continuo&ly @jetted
. . . . .,
.. .. ‘“ <$-z~~ am ~a~-t.
in69r@tl “into*.-intake 7uwIfolas-thm@
holes drilled in the top of the manifolds about 1 inoh Baok frcm
the faoes of the manifold mounting flanges, as shown in figure 1.
.m sPZ?W bama (fig. 2) mm-e 5/32 -inoh+imueter, stainless-steel
., ~bq a- ~ inohes long with six holes, etkh” 0.016 inoh in ‘
. .
. - -IxIz?, amm&ed in two rows of three holes eaoh to Bpray water
-otl-y into eaoh intake port. Water wm supplied to the sp~
.. .bsrs by IMividual lines frcm a Ixml$,which was kept under pressure
with ocmpressed air. Water flow was measured by cdib~tea rotem-
eters in the individual water ltnes.

A water-~ectlm. system proposed for a flight Investigation

on a fighter airplane was installed on the test-stand engine for
Preliminary Water-injection tests. This water-in~ection system
differed flm the ons described in the preceding paragraph in that
water was supplied to the m hems frcuna cmmon manifold and
. . that mdmr flow ma measured by a calibrated orifice Im the line .
. . to the manifold.. . The, tests with this water-in~ection system are
Zmported in the appendix. . .

., . . .and .+~tat
-Special. eaul~t ion. “ ~tic-vibraticm-
. . kype piclcqpunits were used fo~ knock detection. Indication ms by
moans of an amplifier-oscilloscopeccmiMnationJ using a ccmmtu-
tator to .zmduoebaokgrdund intsrferenoe.. previous tests showed
that there was good cormlatlm between the oocummnoe of knock ss
evidenoed by exhaust-moke puffs and the oocurrenoe of hook as
..
Indictied by the oeoilloscope.
.
1. Mixture o*1 was f;mt8t9a by the use df a spmiel air-
bleed valve mmnected aoross the carburetor-air diam. This
device ~iaea for mixmm regulation between the autcmatic-rich
and the autcam%ie-laan ccmtrol settings emd also anti leaning
beymd. “autanatlclean. The autcnnatic-leanand the power-mriclment
. . Jets and the fuel-s@rdy nozzle were enlarged to prmide for the high
-. fud flows r6@red. for the hi@-powm ~teets..
.. . . “..
.
I The c~tor-air temperature was m9aeu&d by eight iron-
mnatantan thexmoooqples ccmnected in paraUel and arranged to
traverse the air stream immediately ahead of the carburetor faoe.
‘. .- .
.-
.. ~~m~-tdi&~tm thti repdad kreti WSr9 bbtia USiX
-.!. anlmshldded.thezmwouple
insertedto the.middle of the ~entrel
mf02a Pip9 ~hti + tis amtA& k t+ f2EWS
of the supercharger outlet; thus) tempemtum mea eurements WZw
made upstream frcanthe point of water inJeoticm. Another unshielded
 4
.

thenaomuple inserted through the right re=-manifold primer hole

was used for ohecking ~ure temperatures. Readings frcnnthis
thermocouple, whioh are not presented in this report, were approx-
imately 10° F higher than those fran the central manifold thermo-
couple. . . ,.
Cylinder-head temp.jmat~d &&”. ineaaur~ by hon-constantan
thermmouplm “insmtmd in holes &lllbd fkcm a position immediately
exhaust?spark-plug recess dn eaoh pylinder to a point
oabove.thp”.
between the exhaust-valveseats. {See fig. 3.) These thermocouples
.,.. measured temperatures in the orikloal region of the cylinder head
whew single+linder tests ha- shown that..~a@lng may occur at
high temperatures and high engtie outputs.. . “.
. . ,,
.. .. QPERATING CONDITIONS AND PROfX&?E
..
me folluwh@ operating mnditlom were maintained during the
tests:
.“
Engine speed, rpm . . ..o . . . . . . . . . ..do ... . .. 3000+5
Coolant-out temperature, F . . . . . . . : . . . . .-“. . . . 250 +5
011-in temperature, %’...... . . . . . . . . . . . . . . 170 *5
Spark e+yanoe, deg B.T.C.
Exhauat ..m . . ..m. m.. . . . .. . . . . ..” .-.....34

M@e- .. . . . . . . . . . . . . . . . .. . . . . . . . . . . 28

Carburetor-air pressure was held at approximate- .sea-leve~pressure.

Tests were ruh at carburetor-air tempemtures of 158°, 101°:

,. and 50° F) maintained to within Ho F, at each of four water-fuel
ratios (0; 0.2, 0.4, and 0.6). The tests covered a range of fuel-
alr ratios fran about 0“,07to a fuel-air ratio slightly higher than
.,. that at whloh peak knock-limlted pcnhm was obta’ined.
..
. .
& order to obtain a lmoek point, the-fuel flow .necessaryfor
the desired fuel-air ratio was first estimated on the basis of
previous experi,enoe.. lk.m this fuel $low the water flow neoemary
to give the deoired watefi-fuelratio was calculated. The water
flow was then set at the calculated value and the $uel flow was
held at the estimated value while the kook pblnt was obtained by
increasing the qanifold pressure.until lmook”wis observed.
.. .
The dak were taken at a medhm lmock.intensity; that is, when
the osoillosoope indicated that thz%e to five.cylinders were knocking.
Between knock points *he 6ngine was Operated .ati”mnditionsof low .
pawer
. dnd relatively riol+firture. “
..
., ,“
,. 1“
. .
 5

KESJIII!SMD DISOUSSIm
.. .
. ....,,. .—. .-, -.
. . .... ..-, . -., . ... -.
Rhook-llmlted perfcrnwum. ”- M.gure 4 presents lmook-llmlted
exine mm%%manoe at a carburetor-alr temperature of 15S0 F. The
kn&k-l-Mted brake-horsepower ourvee peak-at suooesslvely.leaner
mixtures as the vater-fuel ratio is Increased. The ourve for a
wdter-fuel ratio of 0.6 ahcws a rapid decrease In kncok-limited
brake horsepower as the fuel-air ratio is ln~eased bey’cmdabout
0.062. The knock-limlted manifold pressure does not show a oozm-
sp&nding decrease. The decrease in kook-limited brake horsepower
without a decrease h manlfol.dpressure probably resulted frau a
decrease In thermal effiolenoy caused.by too mudh liquid in the. !.
.. .
ohEwge for proper vaporization and coaibuetton.

“ Exoept at fuel-alr ratios In exoess of 0.092 the brake speclflc

fuel and air ooneumptims were l-” with watei ti~e@ion” h vlth-
out. The raduotia was partly oaused by the Increased meohan~oal’
effloienoy of the engine at the high power outputs attainable with
vqater InJeotion. ~icated speolflo fuel aid air ocnsumptions
would be expected to remain nearly oonstant or:Increase ellghtil.y
ha
the wat~r-fuel ratio iS inOreaS9d. . .

‘The ourves of book-limited engine perfcrmanoe at a carburetor-

alr temperature of 101° F m fi~ 5 exhibit charaoterlstlcs aim- “
Ilar to those at 158° F In figure 4. The results at a carburetor-air
temperature of 50° F Shm h figure 6 are similar to those In
fIgures 4 and 5. The brake speoti?lofuel and air cohsumptlons
decrease less In the le~-~ure region and Increase more b the
rioh-mlxlmre region at a low carburetor-air temperat~ (flg. 6)
t)mn at the higher carburetor-air temperatures (f16s. 4 and 5). “
The m@mum knook-llmlted brake horsepower during these tests UM
1965 at a fuel-alr ratio of 0.08, a water-fuel ratio of 0.6, euid
a memlXOld pressure of 75 Inches .& mercury absolute. ..(See flg. 6.)
.:
A ocxapariscmof figures 4, 5, and 6 shows that for a glveai
water-fuel ratio the knook-limited m-horsepower ourves.peak at
suooesslvely “leaner mixtures as the carb@etor-alr temperatu&e.1s .
.rpduoed. The same trend was shown in Wferenoe 1 for book tests
at several carburetor-air tempera~s without wat6r ln~ectiti. ).
.,.,.,
-..
The data In figures 4, 5, and 6 are tabulated”’fn“table I and “
are-Cross=plotted aq.functlane of ,water-fuelmtlo In figure 7
- ..“ha funtilons of fixture t~perg+tire h fi@e 8... “. .. .
.-
Flgure 9 presepts the variation.of l&oQk-ll&@d” @dXIH.d ..
pressure and brake speolflo fuel an@ liquid”. oahsO@@i~. with luumk-
ltilted bmake horsepower.- The fl~s. show
. .the.mahlfold pi%sswa
....”
... . .. . . . . ..
1 ..,.-. . . . . .. ””,
.. .. .. . .
.: ”-” . .
.: .. .
..
I —— .—- -. .. ----- —— —-—
 .

..
“., . .
.
.: .:. . ..
. . .
.{
. .
. .
.. -”:. . “.,. .
6“ . . .. . ..
. . :. .“
. . .. .. . .
EWI “tk I@IJRY’*LWW fhta GA f~iqti “~&ti~ 5sq*d
operation at W power levels attfdned in these tests with fuel-air
ratios o~ O #08 @ 0.095 at .-e om!bumtoT-+ir ~turee.
...- ..
~m 0 - All teete Wm run at carbu-
zwtor inlet-air pressuzws a~tely equal to”sea-level preeepm
except wQen external boost was zequimd” to obtain @e desired .
Iuanifoldpresms When ertemal boost was re@red,
● “Itwas ~-
plied at wide-open carburetor throttle, as shown in figure 10. The
dashed portions of the curves of fi@w 10 indica~ the minlmm cex-
buretor inlet-~ pressures (or indirectly the MImum eltitules) tJ@
may be used to “obtain the des~d manifold pzassuree under the con-
ditions of tliesetests, .The carburetor inlet-air presew’ma shown in
_ 10 ~ =asured valws of supercharger ihl+t-air pressures
plus L ●4 inches of ~rc~, & assumed ~ssure drop throu@ the
carburetor at wide-open throttle. .

ad telmeratureq
- Figure I.1ehOVS the CyMnder-
patterns at til-air ratios of 0.08 and 0.05 for
J the rune represented by the curves in figures 4, 5, and 6. Temper-
z atum data fran uqnib~shed tests made with.severel engines of the
.Jeamemodel as the test engine used in this inx%sti@ion show that
.. the cylinder-head-taqpemture patte2?nis not the same for any two
‘ eng$nes These differences in cyl~r-head
● teqperatums on several
@lilar engines indicate that the diffemncee in head teQe~tUres
f’rm cylinder to cylinder saw caused by mall diffeztmces In the
locations of the thennoco@es, Therefore, the temperatures frcau
cylimler to cylinder are not d~etly comparable, but cqlson of
the teaqperalmreson any one cylinder of a given engine for different
conditions is vend.

Cross.plots frcm the data in figure 11 are presented in fig-

ul% 12 and show the effeot on the individual cylinder-head t~-tuI’es
of water-fuel ratio at knack-limited conditions with a fuel-air mtio
of O.OB. b geneml, the curves for the. several cylinders are 8hiM?s
but saw di~ezxmoes la shape may be seen. Theeo differences may
have been oaueed by variat~ in the water spray frcm the individual
~ b- - by possibls forcing.ef some wter frcm one spray bar
into $he intake pox% of an adjacent cylinder by the pulsating flow
of the @Ztura in tbe.manifolds.

The data in figure U. wereaveraged and crosta-plottedin fig-

- 13 to show the effect of watewfuel mtio at knock-limited
ccMitione at fuel-air ratioe of 0.08 aml O .0% on average cylindeX’-
heti txnuperature . For convenience in analyzing the f’i@I’et W
bock-limited brake horeepowre attained at the .four wter-fuel
ratios am shown m the Curl%s.
 7

Figure 14 shows the hook-limited brake horsepowers at whioh

the head temperatures in figure 13 were obtained. As the knook-
limlted power is inoreased by increasing the wateb-fuel ratio, the
oylinder-head temperatin?6arise until a oertain wat~-fuel ratio is
reaohed and then begin to deorease as the water-fuel ratio 18 fur-
ther i.noreaaed. The wateb-fuel rat10 at whloh the”temperatures
begin to dtioreaHeis approximately 0.5 at a fuel~atr-ra%to of 0.08
and a carburetor-alr teunperatureof 158° F and beccnnes~qrer as
the carburetor-air temperature is reduoed or as the fiel-hir ratio
Is Inoreased to 0.095. For a given hook-limited horsepower, the
average oylinder-head temperature Is very nearly the same whether
the knook-llmited power is attained with a high carburetor-air tem-
perattie and a high wate&fuel ratio or with a luw carburetor-air ,
temperature and a low water-fuel ratio provided that the aeleoted
mmbinntions of water-fuel ratio and carburetor-air temperature
are cm the rising parts of the cylinder-head-temperatureourves”.
(See fi6s. 13 @ 14.) If’the high ocmbinatlon of carburetor-air
temperature and water-fuel ratio is cm the decreasing part of the
oylinder-head-txauperatureourve, the desired power output will be
aooompanled by a lower averoge oylinder-head temperature at this
point than at low oarburetar-air temperatures and low writer-fuel
ratios.

SUMMARY OF RESULXS

The following results nre obtained f’rcaulmook-limlted per-

fomnanoe tests of a V-typ3 12-oylinder liquid-cooled engine at an
engine speed of 3000 rgm with carburetor-air _emtures of
158°, 101°, and 50° F and with several uater-fhel ratios:

1. The max$mum knook-limlted brake horsepower attained was

1965 at a fuel-air ratio of 0.08, a carburetor-air temperalaire
of 50° F, and a water-fuel ratio of 0.6.

2. The ourves of knock-limited brake horsepower against fuel-

am ratio peak at sucoessimly leaner mixtures as the carburetor.
alr temperature is reduced and as tkwater-fuel ratio is Inoreased.

3. k general, water I@ectlon beoame pr~essively less effeo-

tlve in increasing the knook-limited performanoe as the oarburetor-
alr temperature was reduoed, as the mixtum was enriched, or as the
water-fuel ratio was inoreased. ,
Airoraft Engine Researoh Laboratory,
National Advisory CmmZttee for Aeronautics.,
Cleveland, Ohio, September 9, 1944,

. ..
..
 . . . .
. . .
. .
8- “.. . n ..
. ...
APPENDIX ‘

PREUMRVARY~SIW USING ~AL Wti-INJE~IOli SYSI’I!M

Preliminary tests were rm with a V-type 12-cylinder utia-

cooled engine to determine the effect of water in~ection on the
knock-limited power output of the engine and to test a water-injection
system that had been propo~a for e~rimental use on a fighter
airplane at Cleveland.
. .
The ~ter-fi~eoti~ @y6tSm used IIIthese p??d~Y teeta “
was similar to that described in the body of this report except
that the water was fed to the Individual spray bars.by single lties
fmu a common manifold and that the water flow was measured by a “,
calibrated orifice in the line to the manifold. Calibration of the
system Indioated that the variation & flow between nozzles was
less than +3 percent of the flow through me nozzle.

The fuel used was AN-F-28, Amendent-1. Unpublished data from

single-cylinder tests mnduoted at Cleveland show that this fuel
and the AN-T-28, Amendment-2, fuel used for the tests presented in
the body of this paper are very nearly alike in knock-limited per-
formance. Tests were run”at carburetor-air temperatures of 158° and
101° F. All other en@ie conditions were the same as those given in
the body of this report.

Figure 15 presents curves of knock-llmited engine performance

and mitiure temperature at a carburetor-air temperature of 158° F
without water in~ecticm and with water in~ected to give water-fuel
ratios of 0.215 and d.41.at the knook point. These data agree well
with thoee obtained in subsequent tests (fig. 4) exoept that the
subsequent tests shuwed higher knock-limited horsepowers and mani-
fold proseures atwator-fuel ratioe of 0.2 and 0.4 and sli@tly
higher mixt~ temperatures. Better water distribution, owiag to
the use of individual rotametere h each spray-bar feed line, ie
causidered the oause of the higher knock-limited horsepowers and
manifold pressures obtained in the subsequent tests.

IMa for bock-limited em@ne performance and mixture tempera-

ture at a carburetor-air temperature of 101° F and water-fuel ratios
of O, 0.2, and 0.4 (fig. 16) agree well with those obtained in sub-
sequent tests (fig. 5). A slightly lower hock-limited horsepower
and a slightly higher brake specific air consumption at 0.2 water-
fuel ratio is again shown. These differences are probably oaused .
by better water distribution in the subsequent tests.
 TAETd3I. - SUMMRY OF KNOCK—IJMITED ~WITH
.
AND WITEOUT WATER INJECTION
.~+ype 12-cyllnder,liquid-oooled engine; engine
speed, 3000 z-pm;fuel, M-F-2S, Amndment -2.
1
..—.— —. — .-—— - .—.....----.- — ..— -—. -
Fuel- Wate> “Brah~ Increase !Manifold Inorsase
ah uel horse-j over bhp over mani-
ratio ratio power when W/F = O I~n~s~ fold
I
[peroent) Iabs.) pressurs
when W/F = O
I I
I i I (percent)
.—. —.....
Carburetor-air temperature, M@ F
—---
0.08 0 750 -------------’ 36.5 ‘-” ------------
. .2 1080 43.0 48.0 31.5
.4 1350 80.0 5%.0 58.9
.6 1560 108.0 65.8 .
—.—-
-
0.095 -o—- /1 --330 ..---. ‘
--.--A..- 46.0 ------------
.2
.4
.6
—--— ——. — .—-.. ~~.- ~~ L ~i:
Carburetor~lr t~perature, 101° F
-—
0.08 0 950 --------- ---- 42.5 ------------
.2 1350 42.2 56.0 31.8
.4 1575 65.& 64.0 50.7
.6 1735 82.7 6a.5 61.1
—.- —-— .-
0.0% 0 1245 ------------ 53.6 -------------
.2 1570 26.1 65.0 21.3
.4 1695 36.1 70.2 31.0
.6 1782 ~ 43.2 73.0 36.2
..—. -—.......
Carburetor-air temperature, 50° F
0.00 0 1350 -------- “----
54.4 ------- -----
.2 1695 25.5 65.0 19.5
.4 M50 37.0 71.1 30.7
.6 1965 45.6 75.0 37.9

0.095 0 1570 -------- ---- ------- -----

III
63.2
.2 1720 9.6 68.0 ~ 7.6 .
.4 1830 16.6 73.0 15.5
.. , .6 1800 14.6
I 72.9 , 15.3
—— —---- .... ----- .-
, “NationalAdvisory Committee
for Aeronautlos
Fieure 1. - Intake manifold with water spray hors in posit {on.
 I

Figure 2. - Close-up of water spray bar inserted in intake manifotd.

 /

[xhoust
side

“xhoust S
IIU8 bush

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

Figure 3. - Locotlon of thermocouple in cylinder head.

, , .,. .. . ..... . .. .. ...—
—.... . .....

80 ●
NATIONAL ADVISORY
. COMMITTEE FOR AERONAUTICS
:
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24-4:
m w~
● 07 .00 .09 .10 .11 .12
?uel-alr ratio
I!Ygure4. - Enock-limited performawe with water Iqlection at carburetor-air temperature
of 158° l?. V-tym 12-cylinder liquid-cooled engine; engine speed, 3000rpm; fuel,
AN-F-28, Amendment-2.
 NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

OL 320 “

j
2
~ 22!()
a)
4=
aJ
2
*
z

Wate r-fue 1 rat 10

00
+ *
K .: _
❑ ●

T_’1II
Carb~,retor-air temp eratux e, 15t3~20 1?
J

4’
1!
L
~g ~ a
A
0“
Iu
z 2444
7
.07 . Og .09 .10 .11 “- “-7”44.
12
Fuel-air ratlo
Figure b. - Concluded.
,,,, ,,, ,,, ,., ,, .,.. ,. , ..-. ......- .. ...——.
—— — __ —_-...

/ Qf ‘

0
20C. r
/
hate~ fuel ratla
/0 o 0
.Ow + 2
n 4
❑ :6
/ ‘
a Oaz b ure’ o-al r ten perat Ure, 1019 OF
aa
24-4:
x- ,.,..d
.06 .07 .08 .09 .10 .11 .12 .13
Fuel-air ratio
Figure 5. - Knock-limited performmce with water Injection at carburetor-air tempe=ture
of 101°l?. V-type 12-cylinder liquid-cooled engine; engine speed, 3000 rpm; fuel,
AN-F-28, Amendment-2.
~.- ---

NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

Wate r-fue 1 rat to

o 0

.11 *-’-7-.12
Fuel-air ratio
Figure 5. - Concluded.
 -.

1 1 1 , ,
NATIONAL ADVISORY
go COMI+ITTEE FOR AERONAUTICS

l-l
I1
. / y a w
u) ~
L 70 ,
a / +
m
u
w ~ ~
L
P.
2
~j60 / F
/
5: c
aal.
:.5 —
: 50 b /
.4 /
Ao I.& d
0
&
40

1.2 ./
/
P
/
2 “
:
U1.c / # 5~
D\ d-o
5 d
/
3 K /“
6 c / /
/

2 . “6
: ~<
D\ J
D
r+

2000 .4

r/
\
x

Moo

~ 16LY3 /
e@ o %-
: /
❑
z
J 1400 w U&Q ti w
v Y
0 0
: / + ?
x
x .4
D .6
1200
Carburet ol-al r ternperature, 5@-a D F
r
2’
4-47
100G ..,., , ,.H
.06 .07 .08 .09 .10 .11
Fuel-air ratio
Figure 6. - Knock-limited performance with water inJection at carburetor-air temperature
of 50° l?. V-type 12-oylinder liquid-cooled engine; engine speed, 3009 r~m; fuel,
~-~-Z3, Ame*nt-2.
:.. -
E4
o
I NATIONAL
I COMMITTEE
ADVISORY
FOR AERONAUTICS T_!__
. i

I-t& * + A

2
al
-t

:200
;
2
z
160

.—

—+ ——

water - fuel ratl0 —.

00
+ 2 ● —
% .4
3 .
s)
+ Derature, 50+2c F
Carburetor-al r tern
<
Q- k
S-t$

0“ D
Id
B

7-
24-W?
.07 ● Og .09 .10 .11 RIM.3.7.**
Fuel-air ratio
Figure 6. - Concluded.
 ) 1, , rr
NAT ICNAL ADVISCRY
CCMMITTEE FOR AERONAUTICS / —
,/ /
. /“
/ —
.,
/
60 : A /

—
/ “ ‘1
/ A
/●
/
50: .

p’

40-

$
30:

-- ,
/
/ /
/ /
-‘
2 /
/
o
~
~ --t-

;120
/
Fuel-all ra
L..
o
:
1 10

x 0.(
— —. .(
100
!
/
Ca~bur etortalr ter p era ture, 1!$~2~
‘F
go 2
litLw, ii ~ _I_uJ 1 , , & -! , I 1,
o .1 .2 .3 .4 .5 .6
Water-fuel ratio
(a) Carburetor+ir tempe=ture, 158° F. Cross plot of data from
figure 4.
Fiwre 7. - Variation of knock-limited broke horsepower and manifold
pressure with water-fuel ratio. V-type 12-cylinder liquid-cooled
engine; engine speed, 3000 rpm; fuel, AN-F-28, Amendment-2.
..— —

LO”””-”’””””-””””--”-””” “’”” , v r r , r , r , , r r
?
~ATICNAL ADvl~c Ry.......
go :CCMMITTEE FOR AERCNAIITICS

_- --
70 z -- -

/ /
/‘/
60 ; , ““ /
/
./ /
P /
50 :
/
~ <-

1 ,800:
-1
E
/ .
1600 : /
. /
0
/ / / 3
/ /
/
/ /
.400: /
(
/ Fue ~ r r: ..t.lo
/ /
j
0. 08
.200 { - --- - .095

( 1
iure 10J.+20 F
carMre tOr-alr tem~Iera’
.000-

2 ~7.
<<..,/
,
~*~ — a 1,, 1 1.1 ,1, Al I ,11
0 .2 .1
.3 .b ●5 .6
Water-fuel ratio
~b) Carburetor-air temperature, 101o F. Cross plot of data from
figure 5.
‘Igure 7. - Continued.
 1 , , , ,, r r , , , r-n+
NATIONAL ADVISORY
=COMMITTEE FOR AERONAUTICS

—.—.

.
a
&
~ go -
:
L
53 — ~. <
. -
z~ 70 ‘“ / ‘
%4 -
9-I _- “ / ‘ 3

2000

q--
I
n me T
?
— —.

/
‘1
/ car’mre :or- klr temp erat ure,

1200 — .. , 1 , ,, , 1 t 1 ,,
I
o .1 ●7 .2 .4 .5 .6
Water-fuel ratio
(c) Carburetor-air temperature, 50° F. Cross plot of data from figure 6.
Figure 7. - Concluded.
I

v , r , , , r , , r , 1 , P
NATIONAL A!3VISORY
COMMITTEE FOR AERONAUTICS

2000 :

1800 . \

1600:

3
D
a
: 1400
--i
E
d
.!!
u
o

1000 -

200 220 240 260 2go zoo

Mixture temperature, ‘F
(~) Fuel-air ratio, 0.08.
Figure 8. - Variation of knock-limlted brake horsepower with mixture
temperature. V-type 12-cylinder liquid-cooled engine; engine speed,
3000 rpm; fuel, AN-F-28, Amendment-2. Cross plot from.figures 4,
5, and 6.
 NATIONAL ADVISORY
CCMMITTEE FOR AERONAUTICS

2000

\
lgoo ~ l-l

1600

g
a

; 1400 > A
;
\
~

2
x 1200 Wat er-fu61 ratlo \
o 0
+
x
o

1000 c~
Fuel-air ratia, O.C95 ●

24-53
goo ~ 3-7-U
12!0 200 220 240 268F 2go ‘lN 300
Mixture temperature,
(b) hel-alr ratio, 0.095.
F~~re g. - ti~clud~.
 —

1 I r* 1 1 , , ,
NATIONAL ADVISCRY
,:.-.
CCMMITTEE FOR AERONAUTICS /’
,_.. 1.2
t
1

/’

t /
/

#-
/
/
[

I
I
I
I
+42’+’
IA–l
I -1 — --
——— I
--- “
/

[ I

.6

go t

—
I I I/1 I I I I
40
I II I I
mo 1000 1200 1400 1600 lgoo
Knock-1imited bhp
(a) Carburetor-air temperature, 158° F. Cross plot of data from
figllz’%
4.
Fi@rre 9. - Variation of knock-limited manifold pressure, bralm
specific fuel consumption, d brake specific liquid consump-
tion with knock-limited brake horsepower using water injec-
tion. V-type 1.2-cyllnderllquid-cmled e~ine; engine speed,
3000 rpm; fuel, AN-F-28, Amendment-2.
 —

800 1000 1200 1400 1600 lgoo

Knock-limited bhp
(b) Carburetor-air temperature, 101° F. ‘Cross plot of data from
figure 50
Figure 9. - Continued.
1
 , I I 1 0 , , I 1 1 r , , n , ,
4
NATIONAL ADVISORY
3..4 COMMITTEE FOR AERONAUTICS
4

\
1.?

I
●o

“.8 /

g ~“.b

Wate r-fue 1 rati2. . I

.D
t 24
/6
.2 /
7c’
/
f)
he 1-air ratl c
I“/ ●2 .08
— -- . ,095
6@- /

/ Carburetor-air temDerature, Cj
C+20 F. 1
r
0 24-gl:
50“ “; ~’” ,1
, , ,t,1 1 a1 ,,, ,,, . 1,
.- ,1,a 1 a1 1 1L
1600
lgoo 2000
Knock-limited bhn
(c) Carburetor-air temperature, 50° F. Cross plot of data Irom
figure 6.
F‘Igure 9. - Concluded.
 -1 ,
1’ ,1 I , 1 1 1 , . , , , , r 1 , I

NATIONAL ADVISORY j
: COMMITTEE FOR AERONAUTICS
1

T
d
9
35 . Ext ernal booe t rec ‘u Ire
.
:
a

%0
<
d
.
al
L / .
/
/ 1
s 25 - /
: /+. — Wld e open thr Ottle
Q /
/ 1
~ /
y /
/
;20 /
A )‘
c /
d / 3
/
h *
o / .
w 0/ Carburetcr-air temp erature, ]58~2C F
o /
215 ‘ ,/ ‘
/
g

24-72-
10’’” , 1I , ,1 , , , t ,, 1 1 1 , 1 , N ,, , 1, 1 1, 1 ,
-~o 40 50 60 70 80
Manifold pressure, in. Hg abs.
(a) Carburetor-air temperature, 158° F.
Figure 10. - Variation of nqulred carburetor inlet-air preaaure
with manifold preseure at wide open throttle. v-type 12-
cylinder liquid-cooled engine; engine speed, 3000 rpm;
supercharger-gear ratio, 9.6.
 .

NATIONAL ADVISORY
: COMMITTEE FOR AERONAUTICS

35 :
●
Ext er nal b oOst requl red
#/
;

# 30
. /‘
5 /
. /
/
: /
5
Z 25 r
: Wide open throt tle
n /
~ /
f /
/‘
$ 20
A /
c 4’
-i
1
g /
* /
/ Carbu retor -alr t emperatur e, 10 1+20 F
:1
35 ~-
1
~
24 -73

1
u“” ““ 50 ““ ““ 60 ““ ““ 70 ““ ““ go ““ ““ ““ ‘“u
Manifold pressure, In. Hg abs.
(b) Carburetor-air temperature, 101° F.
Figure 10. - Continued.

.,,,.,
,, . ,.,.. . , ,,,. , , . . ,. ..-,.,-,. . .... . ...
 T , 1 v I 1 , , 1r I , 1 r u n , , I , , , , 1 , 1, . 1 , 1 1

NATIONAL ADVISORY d
COMMI TTEE FOR AERONAUTICS
t

35 -

Ext ernal boos t req uIred

.
;
Jo “ /
x /
/
; /
d
/
-
/
$25 . T/ !
m /- + Wld e ope n thr ott16
: /
L /
a /
h /
WI /
rll~
~ /
/
; /
/
d /
& / Cark ureto r-air temr erat~ re, ~o~20 F
Y
~15 — — — — — — — — — — — —
h
;
s
1
, a I 1 m, 1 m , 1 , 1 I t 1 , I 1 I 1 1 1 , n 1 1 , a , B1 , I I , 21- 74 :
10 a
5)0 60 70 2!0
Manifold pressure, in. Hg abs.
(c) Carburetor-air temperature, 500 F.
Figure 10. - Concluded.
 —

NATIONAL ADVISORY
:CCMMITTEE FOR AERCNAUTICS
56c :
.

52

ok

L Wate r-fuel1 rat 10

s
e
00
; + 2
Q x :4
:
@ 5gc D * 6
ml
t-d
c arbur etor- EI
IF temper Oture , 1~13
+2° F
z
L
/
s rl 1
55 ,, Y
f+ /
@ \ // -\ \ , / J, (
11----- 4
~ ,/
/.
\ ./’
()
%
> 4 >
460 :
tw
Fue :.-air rat i >, 0. (8

2 4-61: )

4X “a” t,n1 ,,n1 1#t 1II1 1 &1 111 a,,, , 1a ,1I, , 11 1,1 G
lR 2R X 4R 5R * lL 2L ~L 4L 5L 6L
Cylinder
(a) Carburetor-air temperature, 158° F.
FQure 11. - Cylinder-head temperatures at knock-limited power
with several water-fuel zatios and two fuel-air ratios.
V-type 12-cylinder liquid-cooled engine; e~ine speed,
3000 rpm; fuel, AN-F-28, Amendment-2. Cross plot from
original data.
I
 , , I, , , I , I 1 v # mt ‘)1 u 1 , , , , 1 1 r u * , 1

NATIONAL ADVI’SORY’
; COMMITTEE FOR AERONAUTICS

560FFFFFFF
4430“
{
J-& \ /
-. . .

-fue 1 ratl o

UsSFFFr 20
t
3
.2
.5

t empe ratur e, 12 1Z20 F

-1

O*C13
2 t62
,,
lR 2R IR 4R 5R 6R lL 2L 3L 4L 5L GL
Cylinder ~
(b) Carburetor-air temperature, 101 F.
Figure Il. - Continued.
 : COMMITTEE FOR AERONAUTICS
.,

560 : 1

52

& 480

w“
&
2
Q

g
e
d
~

k
a
G
z

856
7

520 :
:
t

480 “’a” ,
lR 2R >R 4R
6Ft 5R lL 2L 3L 4L 5L 6L
Cylinder
(c) Carburetor-air temperature, 50° F.
Figure 11. - Concluded.
 NATIONAL ADVISORY
, ,, # ,, 1 , , , r # , 1 1 , , 1 1 r , mm r , 1 r I Ill-l
CCMMITTEE FOR AERONALITICS
56
/— —- . Cy‘linter
/“
/ . ..
/ \
5-’ - \ — \
%= 2.1
/ /
& /‘
5 / /
/‘
~ .
v F
car buretor-alr temI)era”
;ure:
0
/ 154
m“ F.
-. .— - “& ‘

a) Fuel-alr ra tlo, O.c 8

@ ~
l-d L
2
L E’

520 :

500 : 1

480 T

o .1.2 ●3 .4 95 .6
Water-fuel ratio
Figuxe 12. - Variation of cylinder-head tem.peratureei
with water-fuel
ntio at bock-limited power for three carburetor-air temperatures.
V-type 12-cylinder liquid-cooled engine; engiw speed, 3000 rpm;
fuel, AN-F-28, Ammdment-2; fuel-air ratio, 0.08. Cross plot of
data from figure 11.
 , ~r r , v r , , , v r , , , r t I-1-r, , , r ,
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS
6

0 ~
/ ‘. .
0 CY3 Inihw
5F! /
/ \
/ - — - -
>’ -
4R
/ / ~
5
/‘
/
/ /
54CJ
: Carburetor- tenperftur ?
/‘
ok / / ‘
. 2’ / 15
-10
~520 {
* j
~
a FUcl-aIr ratic , 0, 08
g50Q
J=
@
(d ~
z
~ 54Q - -_ __ --- –_ ___ ___ -_
s ?
c
z ‘. 7
/‘ - .
~520 : - . — 3R

500

MO

0 ●2 .1.3 .4 .5 .6
Water-fuei ratio
Figure 12. - Continued.
 540 - - -— — — -.._
. -- -. \ Cyllnd~r
. .
- — .
/‘ k 6R
// ~ \
520 _
/‘ /
/
“ rburetQ r- alr temreral ;ure
500:’
‘F;
15tl
/ -1011
— -- - 5C
480:
k Fuel-air ratlo, O.c M
0
.
~460 -1
NATIONAL ADVISORY
: CGMMITTEE FCR AERONAUTICS=
al
Q.

;540 - —— — -- --
/ \ .
d
(u /
/‘
2 5R
&520 7
TJ
c /
z /
’500 : /

/
/
MO ‘“
/

a -x.

0 .2 ●3.1 .4 95 .6
Water-fuel ratlo
Figure 12. - Continued.

—--- .. . . ,, ,.. .
1 —
I

Water-fuel ratio
Figure 12. - Continued.

.
 ——. --.— .. .. .... ... . .

1,=1- 1 II ‘- 3L

E- 1

t+wf%t
L

5205
.

0 .1 .2 .3 .4 .5 .6
Water-fuel ratio
Figure 12. - Continued.
 NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS

Cylindex‘
. —- —- --

/ 15g
— —1 01
4

. Puel-air rat 10, O.oe

56

b z
52c: /
/

f /

66

0 .1 .3
.2 .4 .5 .6
Water-fuel ratio
Figure 12. - Concluded.
 , ~ 8,, , ,, ,r 1 r , , r , I , , I , 1 , 11 r-
I
NATIONAL ADVISORY
-COMMITTEE FOR AERONAUTICS

b a of
krOck-llmtted bral;e h lrse-
]owej
?*
5

—— _ 172$
5
* 1;6 5
b
o

a-5 / \
L
*3 \ \ \ 0.0s 5
;

u
d
a

L
; /
2

&l
:
$520

/ ‘

5~ ; / t exriperatt tre

0 .1 .2

Fi@re 13. - Variation of average cylinder-head temperature with

water-fuel ratio at knock-limited power for three carburetor-
air temperatures. V-type 1.2-cylinderliquid-cooled engine;
engine speed, 3000 rpo; fuel, AN-F-28, Amendmsnt-2.
I

3
r 9 1

.
_ -— —.
lmo : / Fuel-alr rJtlo:
/ -
. “ / “
/ / 0. c 95
/ d F
/ ~
/ v ~
/
/
1400 :
/ 3
NATIONAL ADVISORY
COMMITTEE FOR AERONAUTICS:
1200 /

.-
2 /
.n
./
g Moo / / 3
4E / “
/ / Q 0
A / /
I

1400 -/

0 .1 .2 .3 .k ●5 .6
Water-fuel ratio
Fi@m 14. - V=iation of knook-limited b~ke horsepower with water-
fuel ratio for t-e carburetor-air temperat-s aul two fuel-
air mtios. V-type I-2-cylinderliquld-cooled engine; engine speed,
3000 rpm; fuel, AN-F-28, Amendment-2. Cross plot frm figures 4,
5, and 6.
1
1300

Fuel-air ratio
Flgura 15. - -k-limited parf— e with water-lnJect
ion aJatem propoeed for f lghtar alrph at carbumtor+lr
tempmatura of 158° F. V-typa lZ-cyllmierllquld-cmled maim; engine aped, 3W0 r’p; fuel, M-F-28,
Awndmnt-1.
, --.-–

m-
t,, , , ,, ml!!. J
J.
NAT IONAL ADVISORY
a COMMITTEE FOR AERONAUTICS l“’’I’’’’1 ’’’’1’’”

~
z F 1 I 1 I I I I I [ +

/ /
7“ I

/ ~

/
7
r

:kll II/l
I QY 1 /1 Kllxl I J’” I +
“Ui - . p~
P
n / , A

#- 1
fater-fuel ratl 0
.

: :(

mre to r-a lr te a pera tu re, lol~20 I’

~ — — — — — — —
%

~~ ,t
.06 .07 .02 . .1
Fuel-air ratio
-16. - -k-1~1= wfi~ with nter-imjmtion ayataa ~ for f-r alrplam ●t euhuuta-dr
t+apntura of 101 r. v-typoI$kvlimlar liqtibmdad ●w*; ●wino apad, 3000 r29; fual, M-T-28,
ti~nt-1.
Illllllllllmmimlliillllll
3 1176013648457
-.
1
j