IIRC in Calum's book it was mentioned that they ran out of capacity in the original injection pump, and rather than design a new pump with bigger capacity they just added a 15th pump to inject fuel into the supercharger inlet.
Luftwaffe pressing more & earlier towards water-alcohol injection (ADI) than towards high-octane fuel?
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AFAIU the problem wasn't that the 601N couldn't efficiently combust C3 per se, but rather that minute amounts of fuel found their way past the rings into the crankcase (as happens with all engines to some extent), and because of the high boiling point it didn't evaporate away, and over some time as the concentration of fuel in the oil increased the lubrication qualities decreased until either the bearings were damaged or even the engine seized outright.
The composition of C3 was changed over time as well to shift the distillation curve downwards, C3 in 1940 wasn't the same thing as C3 in 1944. But by then the 601N had long been withdrawn from service.
Evaporation occurs during combustion. If you want to get really nit-picky with what I wrote then the 601N could not fully evaporate the C3 during its combustion cycle which then caused oil dilution problems.
AKA could not efficiently combust C3... meanwhile the BMW 801D did not have this problem.
My point was that the 801D would also suffer from minute amounts of fuel getting past the rings into the crankcase. But since the temperature there was higher than in the 601N that fuel did evaporate (and eventually get out through the crankcase ventilation system) rather than mixing with the oil and wrecking the engine.
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Wrt. the earlier introduction of water-alcohol injection on the LW - the beneficiaries of that should've also been the other users of the German engines, like Italians and other Axis AFs. A MC.200 with MW 50 might've been even more of a tough cookie before 1943.
Obviously, the Bf 109E/F/G also fall in this category.
Obviously, the Bf 109E/F/G also fall in this category.
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