Fw 190 engines

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Oct 21, 2006
....little info on Fw 190 engines..

BMW 801

BMW 801 A, B, C had 156 mm stroke and 156 mm of drilling,41.8 l capacity and 1175 KW (1600 HP)when using 87 octane gasoline,compression ratio of 6,5 and a loader (compressor,blower) translation of 5,07 for low altitude and 7.47 for high altitude (as multiple of the crankshaft speed),the propeller reduction was 0,54,rotation clockwise.One German site states that 801 B had a counter-clockwise rotation for use on multi-engine aircrafts (A-B combination).

The 801 D and G as uprated version were developed. The increase in output was achived with changed loader translation and a higher compression ratio (7,2) combined with 95 octane fuel.The load pressure rose to 1,39 bar (1.27 bar in A version).Outcome is 1270 KW (1730 HP) at 2700rpm.

801 E had 1470KW (2000HP) with same capacity.This was reached by an aerodynamic refinement of the loader, rpm increase and an increased load pressure (1.62 bar up to 5 min long) during take-off power. The engine could hold an output of 1710 HP to 5650 m height.

The last stage of the increase in output was BMW 801 F.It was derived from E and received further improvements, like reinforcement of the crankshaft, increased intake and exhaust valves,increased injection pump and improved internal aerodynamics.Power reached 2400HP.This engine was for TA 152.

BMW 801 had a master control unit (kommandogerat)-actually a mechanical computer- for the engine which regulates rpm, prop pitch, timing, blower speed all in relation to altitude.

p.s.correct me if I have wrong infomation.


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I haven't found any knowledge of the copying of the 801 by the Soviet Union.

Are you referring to the Shvetsov M-82 Series engines? The Russians just as
the Germans purchased early radial engines from the USA and from these
increased their knowledge of radial engines.

Neither country made copies of each others or of the USA's radials. A common
myth that has been spread around.

The NEW build 190's that are being produced do use a Chinese built M-82 for
a powerplant.

Hope this helps you.
AFAIK, the BMW 132 was a license built Pratt @ Whitney R-1690 Hornet, used in Ju 52, Ar 196 and others.
The Russian M-25 was an exact copy of Wright R-1820, later developed into M-62 and M-63 and widely used in I-15, I-152 and I-16 fighters.
The later M-82 (14 cyl, in La-5/7, Tu-2) and M-71/73 (18 cyl, prototype fighters and Tu-4, which was itself a copy...) were based on these earlier 9-cyl desingns.

Also these russian engines were either based or copied from foreign designs:

-Shvetsov M-87, later developed to M-88, a 14-cyl radial that was a licence built Gnome-Rhone 14N, used in Su-2 light bomber and DB-3/Il-4 medium bomber
-Klimov M-100, later developed to M-103,105 and 107, very widely used in SB-2, Pe-2, LaGG-3, and all Yakovlev fighters, license built Hispano-Suiza 12Ybrs and then developed further. Some SB-2s with the M-100 were shot down over Finland and the Finns thought the engines were Hispanos, so they must have been very similar.
-And last but not least, Soviets built the old BMW VI, a massive old unsupercharged German V-12, most famously powered the He 51, first succesful Nazi-Germany fighter. Mikulin M-17 was the first model, then with superchargers added become M-34,35,38, and 42, very widely used in TB-3, MBR-2, Il-2, MiG-3, and Il-10.

So, most of the engines USSR used during WWII were not exact copies, but still were based on older, foreign designs and improved further, usually much further than the original designs were (AM-series, M-105/107).
Some corrections:

The 801A/B/C had 1560PS at sea level using 1.32 ata boost with B4 87 octane fuel. 1600PS was reached at about 900 m.

The BMW 801D-2 did have 1.42 ata and used 100 octane C3-fuel. It was rated with 1700PS at sea level, 1730PS was reached at about 1000 feet (static (test-bed) data without RAM effect of in-flight air compression).
-> german C3-fuel classification was 100 octane (comparable to allied 130 octane aviation fuel), the 95/97 octane rating for C3-fuel may come from different testmethods used by UK/US.

The 801E was not produced but the D-2 modified with parts from the E generated the 801S used in Fw 190 A-9 and F-9 models.

No Ta 152 used an 801 engine, Ta 152C used DB 603 and Ta 152H used Jumo 213.

You'll find out the C3 fuel was Lean rated at 96/97 and rich rated close to 130 octane.
Rich rating was good after formula was changed around 1943 and towards late war
the quality went back down.

Lean rating wasn't up to par with 100/130. Of course when most of your time is spent at higher
power settings the lean rating wasn't so crutial for the Germans.

Probably the german an the allied nations used somewhat different methods for Oktanzahl/octane rating. German documents as well as fuel triangles (marking on a/c) specify 87 Oktan for B4 and 100 Oktan for C3.
I found this in the Internet last year. It is a nice introdution for the BMW 801.


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As said, allies and germans used different methods to specify octane rating, German B4 fuel rated at 87 Oktan was rated by the allies as 90-92 octane, the german C3 fuel with 100 Oktan was rated by the allies as 95-98 octane (depending on the specific fuel example they got)

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