The lower compression ratio of the Jumo 211F would be an advantage in that respect too, and may have managed power levels close to the 211J if it had been tested/rated for C-2 or C-3 fuel. (albeit lower critical altitudes for given power levels due to the lack of intercooling but also avoiding any added drag from the intercooler -more significant if an embedded low-drag radiator was used rather than the typical annular Jumo one)
With fighter engine development in mind for the 211, its performance may have stayed ahead of the DB-601E and DB-605 at least until the Jumo 213 entered production. (or at least the practical rated power levels with the timeline of limits placed on the DB engines)
Had the structure been developed towards optimizations for a smaller, lighter powerplant early on (as was already the case to some degree on the early prototypes), much of that weight may have been avoided along with savings from using a lighter engine as well. Still, it would likely end up heavier than the Spitfire and 109, but then such was the case for the P-51, P-40, and even P-39.
Ground attack versions with the added heavy armor would obviously be heavier in any case, while specifically lightened high altitude fighter/interceptor versions should be the lightest with compromises made to armament and fuel capacity too. (somewhat like the 801 powers light/high alt fighter variants except with the potential for a hub cannon; 3 20 mm cannons would seem likely, 5 on heavy interceptors)
Heavier DB-603 and Jumo 213 powered variants would certainly make sense too, or even the Bramo 329 had it been pursued. (though that seems better used on bombers and heavy night fighters) I still don't know much on the 329's development, but it seems like the design was progressing early enough to be in line with the BMW 801 or DB 603 in development (if not ahead -running and meeting its 2000 ps design goal in 1938 ) and much more likely to be useful in a far more timely manner than the Jumo 222, DB 604, or BMW 802. (let alone the 803 or 804) I'm not sure, but continuing with the BMW 139 may have had time to (reliable) mass production advantages over the 801 as well. (and lower weight)
Did Jumo not have the same shortage on ball bearings that Daimler Benz had to deal with or were they already making heavier use of other bearing types in the Jumo 211 line? (without the overhead in debugging that DB's transition suffered)
Using roller bearings is unusual though admittedly superior from a friction point of view. I don't believe any allied engines used this technique.
Junkers Jumo made use of a different crankshaft design to the post roller bearing Daimler Benz engines, I suspect it was completely hollow, to distribute oil to both the big end bearings of the cranks and the bearings.
Kurfürst - Transcript of Generalluftzeugmeister meeting on 7th September, 1943.
This is a translated transcript on the issue of the 1.42 ata ban on the DB605A.
Reichsmarschall Hermann Göring, C-in-C, Luftwaffe.
Petersen, head of Erpobungstelle Rechlin.
Nallinger, CEO of Daimler Benz AG.
Scheibe, design engineer, Junkers AG.
Reichmarschall Göring : This means that with regard to the DB605, it is impossible to predict whether the engine is ever going to be a useful engine.
Eisenlohr : The engineering changes and the available test results reveal that there is a high probability that concerning the question bearings, the worst is behind us and the situation is going to improve, even if it is not going to be a robust engine, but at least one that can be run at maximum output by the frontline units with full justification. The testing at Rechlin proceeded completely well so far. Cuno reported that four weeks are still required for completion.
Reichmarschall Göring :You have the confidence in that can work out?
Eisenlohr : Yes sir.
Reichmarschall Göring : Nallinger, do you still have great confidence in your child?
Nallinger : On the basis of our latest testings we have the absolute confidence in that with the engineering changes I've reported, the engine will be fixed with regard to the bearings and the Startleistung is going to be cleared for use.
Reichmarschall Göring : What do you think, Petersen?
Petersen : I share this conviction and additionally am convinced that in conjunction with the oil centrifuge, the engine is going to be all right with regard to the bearings. That has always been the experience of the past, the maintenance people predicted that the engine is going to fail soon if the oil pressure dropped below a certain figure, below 100 atü. The new 177s with oil centrifuges have worked well so far, and no bearing failures have been suffered, so that I'm able to say: If these measures which I would like to call detail work are added, the oil centrifuge in conjection with the 605, that the bearing story can be considered to have ended.
Reichmarschall Göring : What do you say, Scheibe?
Scheibe : According to the understanding at Junkers, there should actually be no problem fixing the engine with regard to the bearings. If a far-fetched solution is necessary, then - as Nallinger elaborated - the lubrication has to be taken out of the crankshaft, if it's possible to use the example of the Jumo 211 as a reference which runs in the power-boosted forms N and P at virtually the same speeds without bearing problems.
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The Jumo 211 seems to have been a solid engine and given the Jumo 211N was 1420hp and the Jumo 211P 1500hp they might indeed have offered as much as the BMW801D2 (around 1700hp) with C3 fuel perhaps more depending on grade. I don't know why it wasn't produced. I suspect the decision to make a large leap to the Jumo 213 came out of the need to not just match but substantially exceed BMW801 power which reached over 2000hp 1943/44.
The BMW801 was only 51 inches in diameter, any version to replace it would have to be no greater diameter.