109 e3b against spitfire II

[Viper2000]

Originally Posted by Crumpp

I did not know the DA-42 diesels were direct injection. It figures, diesel is the easiest type of engine to direct inject.

In many ways it's tougher because the pressures are higher. However, the alternatives are worse, so injection becomes the route of least resistance sooner.

[Crumpp]

In many ways it's tougher because the pressures are higher.

Diesels are some the first engines to be successfully directly injected. DI eliminated the need for a complicated pre-mix chamber and the mechanical gearing required to control the mixture.

You don't have to worry about getting fuel and spark to the chamber at the right time, just the fuel.

[Crumpp]

if you are comparing identical intake conditions.

Any fuel metering system that introduces fuel into the intake system cuts down on the efficiency of that intake just by being there.

Sure the fuel cools the charge but the airflow volume is restricted by the fuel metering device. Carburetors, whether float, SU, or TBI restrict the airflow volume.

With Direct Injection, the intake can be designed free from the volume and flow obstruction of a fuel metering system component.

[catito14]

It was not solved in the "Spitfire II" the problem of negative G?

[catito14]

Oh, i see. Thanks for the clarification cheesehawk!

Regards

[Das Attorney]

It was a lady's orifice....err idea

http://en.wikipedia.org/wiki/Miss_Shilling's_orifice

[whoarmongar]

A stop gap "fix" to the neg G cut out came in March 1941 with the fitting of the famous "Miss Shillings orifice" developed by Miss Tilly Shilling this was superseded by true negative G carbs fitted from 1943 onwards.