MW50 -Secondary effects were cooling of the engine .

[II/JG54_Emil]

Thanks to Kurfürst there is finally some written evidence of the old days.

I just want to add an article from Flugzeug Classic from 12/2004, that was passed on from a friend to me.
This article is talking about increasing the power of the FW-190s BMW 801 D engine.
In the article the MW50 testing is explained in detail.

First tests showed:
-Temperature increase was only 7°C
-The charge air intake temperature was reduced by 45°C
-No engine disturbance where witnessed
-Speed increase of 16km/h at 100m
NOT VERY IMPESSSIVE ON THE FOCKE BUT EXPLAINS AND DOCUMENTS THE DECREASE OF ENGINE TEMPERATURE WHEN USING MW-50.


Later performance was increased by injecting C3 named Erhöhte Notleisting (documented since 1943):
-Increasing the manifold pressure
-additional Injection of C3
-below 1000m
-duration 10-15 minutes
-only at Full Throttle at automatic PropPitch
-Speed-Increase was 22km/h at low level and 25km/h at higher altitudes

THIS IS ONLY REFLECTING TEST ON FW-190 SERIES!!!!

The article apparently refers in the very end that very much later MW-50 and C3 injection was used in the later D9 series.

[Crumpp]

This article is talking about increasing the power of the FW-190s BMW 801 D engine.

Some interesting developments have occurred in the research of BMW801D series.

What I can definitely state is that NONE of the BMW801 series used Alkohol-Einspritzung operationally outside of limited testing. It was developed, tested, and perfectly feasible but was dumped for systems which produced better results without the weight penalty of Alkohol-Einspritzung.

In a meeting with BMW engineers that occurred in January of 1945 an order to immediately approve an expedient MW installation for the BMW801D series is issued. The engine is authorized for a manifold pressure of 1.8ata @ 2700U/min in the order.

In the meeting, Focke Wulf asks for clarification about which engines are authorized. The BMW801D2 production incorporated almost all of the developments in the BMW801F/E series but they wanted a serial numbered range to put out to the Geschwaders as to which motors to authorized.

The Chief Technical Officer of the Luftwaffe Office became involved and issued clarification that is recorded in his war diary. The BMW801 was tested in flight on an FW-190 at 1.8 ata. It passed endurance and operational trials. An order was scheduled to be issued in February 1945 authorizing all BMW801 series to use 1.8 ata as a straight manifold pressure increase. Technical clarification would be issued to the Geschwaders. This manifold pressure increase brought the motors output to 2400PS.

It specifically state MW is not to be used and this is a straight manifold pressure increase just like Erhöhte Notleisting for fighters.

C3-Einspritzung was not authorized for fighter aircraft. It is a separate system for ground attack variants.

The fighters were given a straight manifold pressure increase to 1.58ata/1.65ata in the 1st/2nd gear supercharger. It was authorized for ONE 10 minute use. It required a stronger fuel pump, E series piston/liners, and pressurized ignition system found on the fighter engines.

How did this occur? The development of C3 fuel was not static. The designation remain C3 but the knock limited performance of the fuel was consistently upgraded. By late 1943 it was equivalent to 100/140 grade on the allied rating scale.

The fighters could also use GM-1 which was tested and authorized. The use of GM-1 was not encouraged by the technical office because of increased risk of intake icing.

[jameson]

Just came across this 2003 interview with Franz Steigler: http://109lair.hobbyvista.com/articl...er/stigler.htm
He talks about MW50 and it's use on the me109.

Did you ever have the GM-1 boost or MW-50 in any of your planes?

Oh yeah, we used it quite often�in combat you know.

How long did it last?

Uhh,you were not allowed to have it at more than 5 min., you know,if you used it 10 minutes, then motor has to come out.

It makes the engine worse?

It wrecks the motor.

And this was for the higher altitude?

Higher,yes.

And at what speed could you get up to?

Oh boy,I don't remember,450 or 500 km.

Like you said, you could only use it for 5 min. otherwise you would burn out the engine. How many 5 min. intervals could you use? Did you have to shut it down for a period of time to let the engine cool?

That's okay.that uh.it didn't matter. You, but you never used it for five minutes, a minute, minute and a half and that's it.

[II/JG54_Emil]

He seems to be refering to the GM-1 boost, since MW50 was introduced for ground attack a/c.

The interview is great by the way!

[jameson]

Steigler doesn't make a distinction between them and you seem to be missing the point. He didn't use either for anymore than a minute or ninety seconds. If this is implemented ingame with 10 mins usage permitted and yet another 10mins after 5 mins cooling of the engine as some seem to be hoping for, then TD may as well not bother doing it as it'll be just as historically inaccurate, usage wise, as what we have now. I hope there are penalities for it's overuse, together with heavy vibration modelled in cockpit view when used, (Spitfires as well, from the BOB era, shook like crazy when the throttle was pushed through the gate . Barely functioning engine sounding like bag of spanners after more than 5 mins usage with random engine failure as well would be good IMHO, and I'm a 109 flyer.

[Shardur]

The GM-1 is a nitrous oxide (laughing gas) injection that DOES NOT cool the engine, while the MW50 is a 50:50 Water-Methanol injection that DOES cool the engine.

A distinction between the two systems has to be made always and performance in the game should be influenced by technical specs rather than the 60 year old memories of an old man, no matter how good of a pilot he once was.