The Mustang with the V1650-7 engine is limited to 55 inches on takeoff using
100LL.
Normal takeoff MP in the Jug (I only flew the N and that only once) if I
remember right, was 54 inches. The "rule" for the turbo in the 47 was that
you never got the boost ahead of the throttle. Actually, also if I remember
right, the Jug's turbocharger fed into the R2800's centrifugal supercharger
bolted onto the back of the engine.
Dudley Henriques



"Bela P. Havasreti" wrote in message
...
On Fri, 17 Nov 2006 08:02:16 -0500, "Mortimer Schnerd, RN"
mschnerdatcarolina.rr.com wrote:

Peter Duniho wrote:
This is an airplane that's only 270hp, has a boost of only about 4".
The
WWII piston airplanes had what, an order of magnitude (at least) greater
power, with boosts of anywhere from 15" to 30"? I'm no expert and I
might
have some of those numbers a bit off, but still...if my little
recreational
4-seater can get up to 25000', I don't have a hard time at all believing
that one could get a powerhouse piston fighter or bomber up to 37000'.



Some years ago I climbed up on the wing of a P-47 parked outside of Sun
Aviation
in Vero Beach, FL and peeked into the cockpit. The manifold pressure
gauge was
redlined at 67", IIRC. I was *very* impressed.

Power came from the ubiquitous R-2800 P&W aircooled engine. That was one
huge
airplane... must have been about 2/3 the size of a B-17.

Just "thinking out loud", but that sounds a bit high (67"). I'm
thinking perhaps that was the original "war emergency" limit in WW-II,
but may not be achievable with today's 100LL fuel.

Whatever the current "de-rated" maximum manifold pressure limit is
with 100LL, it still must be impressive!

Bela P. Havasreti