It s the 1st time that i read the jumo 213 f at 2250 ps. I know 2050 ps, the same as jumo 213e.
We should remember that jumo 213 s frequently failed to deliver their promised performance.
Also , most if not all operational d aircrafts ,were built lacking several futures of their design. E.g tje rubber sealing for the engine gap, and decent surface quality. Personally, i doubt that any operational d9 could achieve 700km/h. Although we have reports that individual aircraft were very fast.
Additional the d series was a flawed design. The requirement for the "power egg" , meant extra weight ,not only in the engine installation, but also in the extensions that were required to keep cog. Also the connection between the power egg and the fuselage was terrible resulting in massive speed loss. The 13mm nose guns caused a lot of drag for little hitting power. The take off weight in the later d series was approaching 4500kgr, but still used the same small wing of the Fw190A6, with its elastic deformation at high speed turns. The original tail surfaces were inadequate to handle the more powerful engines. More and more armor and equipment lead to poor power and wing loadings. The annular radiator was a good idea, but poorly executed at least on the d9 model. And of course the ta 152h had the disastrous shortcoming of the low g limit of its wings.
Why would you think that the Jumo 213A, Jumo 213E, Jumo 213E1, Jumo 213F and Jumo 213EB all had the same 2050hp performance? They all had different supercharger arrangements and emergency power systems, compression ratios and or fuel grades.
There are photographs of Fw 190D9 with Ta 152 tails (to handle the additional power) that the nice thing about basing the Ta 152 on the Fw 190 it could feed back improvements.
Most Fw 190D9 had one of the two types of MW50 system by December 1944.
The engine gap problem was caused by two things, 1 tolerances in construction and 2 lack of supply of rubber strips to seal the engine gaps (front and rear) in the absence of well good build tolerances. There were simply aircraft with good tolerances since the Luftwaffe had rejected the rubber engine seal gap solution and wanted proper build tolerances.
Its fairly clear that the Fw 190D9, which was based on the Fw 190A9 wing was being strengthened since wing fuel tanks were being fitted to the Fw 190D13 EB. There seems to have been a plan to increase Fa 190A10 wing area and its likely this wing might have found itself onto the Fw 190D if it persisted.
Jumo 213A (single stage 2 speed supercharger) was the basic bomber engine pressed into service as a fighter engine. It had single stage super charger. In order to increase the power as a fighter it had an increased boost setting installed.
It was a rich mixture setting that raised power from 1750hp->1900hp.
This was followed by a system that used supercharger pressure to pressurise the MW50 tank and blew in MW50 to increase power fruther.
This was followed by mechanical pump that provided the MW50 the power of this unit was usually regarded as
2100hp
The difference between a Me 109G6AM and Me 109G14 as well G6ASM and G14AS was that the G14 had mechanical pump driven MW50 injection.
Dieter Hermann and Anthony Kay both mention that
early Jumo 213A had trouble reaching their full power due to supercharger impellor weakness and not achieving the required boost pressure.
These versions were not used in combat but were used in evaluation squadrons.
Jumo 213AG (single stage 2 speed supercharger) this unit unit had the single stage two speed supercharger optimised as "boddenladder" ie supercharger to increase power not compensate for speed. This unit achieved 2250hp, nevertheless it had good performance at all altitudes. This unit is associated with the 2240hp often mentioned.
Jumo 213E (two stage intercooled 3 speed supercharger) never saw service as the engine was optimised for C3 fuel and the anticipated shortages of C3 fuel forced the development of the Jumo 213E1, however a version of the Jumo 213E known as the Jumo 213F without the sizeable intercooler (probably housing cooling only)
Jumo 213E1 (two stage intercooled 3 speed supercharger) which could use B4 fuel + MW50 + GM1. Used on Ta 152H and some Ju 88G7, Ju 88S3 and Ju 388 (test)
Jumo 213F (two stage non intercooled 3 speed supercharger) and interim version for the fw 190D13 Used on Fw 190D13. I believe had higher Compression Ratio but required C3 fuel to achieve same power as Jumo 213E1 due to minimal intercooling.
Jumo 213F1 (two stage non intercooled 3 speed supercharger) used a pump to inject MW50 instead of the less reliable supercharger pressurisation test flown on Fw 190D11 and intended for Fw 190D13.
Jumo 213EB (two stage intercooled 3 speed supercharger with a new radiator and intercooler system) intended for both the Fw 190D13 EB and the Ta 152H EB with about 2350hp and very high full throttle altitude.
Ju 213J about 2650hp at 3700 rpm, used 4 valve head, on test bench.
Ju 213S armoured variant for ground attack aircraft.