A few notes to clear up some errors in this thread:
1) Fuels
C3 required an entire extra reprocessing stage (dehydrogenation) than did B4, and shortages of it were catastrophoic and had profound influence on the number of 190`s allocated for production and also able to be operated. Anyone disagreeing please provide archival references. The figure everyone loves to quote from the "Production of Aviation Fuel..." report of "two thirds of which was C3" is a pure guess by the investigator who admits about two lines before that "it is impossible to ascertain the relative volumes produced" (B4/C3).
2) Some 213 power figures for the posts about what was achievable with what fuel and MW50 or not:
-213A/2 "Höhenleistung" on B4 fuel, 1820PS, 3200rpm (flight test November 1941, no MW50 specified, this appers to be a special test)
" as above repeated on C3 = 2000PS
-213A on C3 fuel, 1950PS (8th November 1944) - No MW50 use - No chargecooler
-213E on B4 fuel, 1880 PS (18th November 1944) - No MW50 use - WITH chargecooler
-213E could do 1730PS on B4 fuel without MW50 - rising to 2050 with MW50 on B4 (both at 3250rpm, datacard date 21st October 1944).
-213E with C3 and WITHOUT MW50 could do 1880PS (higher compression ratio, biggest benefit considerably lower fuel consumption, dated 16th May 1944 - this
variant with C3 has NO power curves with MW50)
-213FB turns the above to 1880PS & 2260 PS (also B4, Jan 1945 datacard date)