Thanx for the add'l details. That's a collage of disparate stuff, no
one of which need be inaccurate for an effective sales brochure. I
was concerned over an impression that an I/C is what a 914 Europa
needs to really go fast. The effects of cooler induction air on HP,
and then HP on cruise speed, is etched in stone, and can't be more
than a couple knots. That's full power, as at cruise % power it's all
moot, but you get better fuel economy. In between the lines I see
mostly mitigating the 914's inability to maintain 100% power above
16,000, so at an unrealistic FL 200+, there may a noticeable
difference. The unknown in the claims below are aerodynamics of the
particular Europa (Kim Prout effect).
In fact the cited I/C dimensions (thick, but necessary for easy fit),
I read is optimized for reduced turbo lag, which we don't care about,
but suboptimum for steady-state efficiency at the expense of drag
effects on both sides of the I/C, which we do care about. So a claim
of say sreet-racing 1.5% power per 1OF degrees temp drop in the auto
aftermarket is about 7%, but we won't get quite that much, due to some
cooling drag, steady-state effect, and less efficiency in thinner air.
I see it as better climb, MPG, and cooler temps, unless you don't mind
buying/using lots of oxygen. What is the price? Still worth the $$
if affordable, I believe.
Regards,
Fred F., A063
PreDial@aol.com wrote:
>
> Fred, You ask good questions. Dennis gave me a document where he
> claims the following: Wt. 900 lbs, Solo Climb, 1700 FPM, Top Speed
> 220 mph @18K ft, 50 mpg @ 120 mph. He further says 1200 fpm climb
> at 100% cruise climb (100 hp?), 200 mph at 18K ft and 6.5 gph
> (100 hp?), 185 mph at 5.3 gph 75% power (75 hp?). Turbo delta T
> is typically 40% under heavy load and 50% or better below 75%
> power. 37" manifold pressure has been measured at 18K ft....
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