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German 97 octane avgas was equal to Allied 100/130 octane avgas.
B4 was easier to produce. In 1943, there was three times more B4 than C3. They used their C3 fuel for a lot of planes, especially those powered by the BMW 801 as well as the DB 605AS(B).In that case, it seems to me strange enough that the Germans, more or less to the ends of the war, remained stuck to B4 fuel and engines capale to burn it, when they are stockpiling large amounts of C3 fuel with which they did not know what to do (see for example the mass production of the Jumo 213E instead of the much more powerful B and C versions). Since switching from a B4 capable to a C3 dedicate version of an engine, seems to give around 20-30% more power, not using it, while they could produce as much as they want of it, seems a suicide decision.
So, switching aircrafts, since the entire first line of Allied aircrafts in 1943 required at least C3 fuel...B4 was easier to produce. In 1943, there was three times more B4 than C3.
That, in the FW190D, was replaced by the B4 fuelled Jumo 213E (and B4 fuelled were the production versions of the DB603), showing a certain tendency toward saving the C3, instead of using only it.They used their C3 fuel for a lot of planes, especially those powered by the BMW 801
That, in the FW190D, was replaced by the B4 fuelled Jumo 213E (and B4 fuelled were the production versions of the DB603), showing a certain tendency toward saving the C3, instead of using only it.
I know and I find it very puzzling myself. In that post by Vanit, he says that the RLM wanted all fighters to use B4. I guess as a matter of precaution: B4 engines can always use C3, but not the other way around.So what's the reason? That all the last generation of German engines, for example, could not mechanically bear an higher booost than those permitted by B4 fuel?
It seems really weird.
So what's the reason? That all the last generation of German engines, for example, could not mechanically bear an higher booost than those permitted by B4 fuel?
It seems really weird.
To answer to an earlier question, there were surely shortages of C3 fuel in late war for Germans, even if the mix of production was now 2/3 C3 or more, as there were shortages of any form of fuel. An aircraft capable to use B4 could at least take off with all that was available, an aircraft that needs C3, had to ask to Allied bombers to wait for a moment, since he got the right fuel.I know and I find it very puzzling myself. In that post by Vanit, he says that the RLM wanted all fighters to use B4. I guess as a matter of precaution: B4 engines can always use C3, but not the other way around.
And in the end, all those BMW 801s and DB 605AS/ASMs used C3. So why not the DB 603 and Jumo 213?
The manuals are clear about it. It was not allowed to use MW 50 without C3. They could use it but at risk of ruining the engine. İt was only cleared at the end of 1944 after DB introduced new spark plugs. So what you saw, is either an emergency measure in 1944 or with improved engines in 1945.Well certainly not all DB 605ASM's used C3 exclusively. There photographic proof in various publications of the ASM engines using B4. Also, C3 DB series engines can use B4 fuel, it was a simple change in the magnitos with a screwdriver IIRC ( or perhaps the supercharger? I have to re-check). The problem with C3 was that not only were the depots getting bombed, but the factories making the aromatics synthetics required for the production of C3. Without those, C3 is a no-go.
They never managed to produce only C3, so an aircraft that needs C3 will suffer more shortages than one capable to use B4.And yes, there were shortages of all fuel. But C3 production was not more affected by the bombings than B4 production.