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Jim,
Think of it this way, it may help -- When you increase the flow rate through the system, the overall temperature drop/rise across the radiators/engine are decreased. This means the radiators have a higher temperature to reject the heat to the air (beneficial), and the metal components of the engine do not have to get as hot to drive the heat into the coolant going through the engine (beneficial). The price you pay is having more pumping power.
With the lower flows of the EWP, greater temperature drop/rise across the radiators/engine are required in order to get the heat out. This means that you have to have a larger or more efficient radiator, and the metal surface inside the engine needs to run at a higher temperature.
It is all a series of trade-offs.
Bill Schertz
KIS Cruiser # 4045
----- Original Message ----- From: "Jim Sower" <canarder@frontiernet.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Sunday, March 20, 2005 11:04 PM
Subject: [FlyRotary] Re: BMW and EWP
I seem to have missed a lot of posts. When I'm going to be out of town for more than couple of days I stop the list. That could explain some of it. 12 GPM and 34 GPM is a pretty wide window of stuff that apparently works. 34 is like cycling your whole coolant supply through the system every 4 seconds or so. That just seems really really fast to me. It was 40+ years ago last time I studied this stuff, so all I've got is intuitive guesses.
Which is, of course, exactly what I keep complaining about :o) ... Jim S.
Bob White wrote:
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