Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules
Nice drawings, JW and RA - where are they from, if I may ask?
The Jumo 004A jet engine was production ready during 1943. After that the handwriting was on the wall concering piston aircraft engines. So if you want a V16 or V24 engine to enter mass production it needs to happen NLT 1943.But those big engines would likewise be developed into engines with also higher power output.
Its really unclear to me why 16-cyl. engine had V-angle 60° but not 45° as it might to be to have equal ignition intervals?
May be this is a mistake. Can somebody chek it?
Also I can not get what were angle between cranks. It seems that cranks angles are all definitely 90°.
By the way, Dimler Benz had big experience of design construction extra-multicylinders that I call engines over 12 cyls. For example Daimler-Benz constructed DB-602 diesel-engines in 1933 for LZ 129 Hindenburg LZ 130 Graf Zeppelin Airships.
Its interesting thing that DB-602 had 50° vee which is very close to ideal 45°!
The same engine, modified for Krigsmarine was called DB-501 DB-502. They were used on Schnellboot 1937 1939 series.
And on Shellboots 1939/40 were used DB-509 20-cyl. engines which were direct derivatives of 16-cyls. 502-ies.
So there was Daimler-Benz that really could construct reliable 16-cyl. aero-engine. I guess it would be rather better choice for the He-177 then 606/610-ies inflamebles.
But seems it should be designed more curiously then DB-609 was, with 45° V!
PS
Wiki says quite strange thig regarding this:
A V16 engine is perfectly balanced regardless of the V angle ... In addition angles of 45°... vees give an impulse every 45°, so are optimal solutions, for even-firing and non-split bearing crankshaft journals.
2,500hp MB511 was supercharged version of this engine. It was considered very reliable, which should dispel any doubts about Daimler-Benz ability to make a reliable V20 engine.
View attachment 197402