(if I may)
There aint such thing as a free lunch.
The V-1710 that is more compact than DB 605A develops less power at altitude. On the other hand, the 2-stage V-1710, that have had a comparable power as a contemporary DB 605 was not a compact engine, certainly no more compact than the 605.
Yes indeed, the Germans made the self-inflicted wound when opted for high CR. Curtails the allowable boost too much, hence much less power will be made, for a small trade-off in ways of consumption and momentary increase of power. The reliability of the engines that puched the CR was low for many months, eg. with DB 601N or BMW 801D (although the 801C had also severe reliability issues).
RR was an established producer of not just commercial and military engines in 1920s-30s, but also the racing engines. They got much more experience in this time than DB, and were able to put that experience on the engines being developed from mid-1930s on. Then we also have a thing of the crystal ball - how sure was in second half of 1930s that hi-oct fuel will be available on wide scale?
German engines worked just fine when fueled by hi-oct fuel, BTW.
Stating that something was wrong with the basic design of the said German engines is a majorization, as is the latest sentence. Eg. the Yugoslav AF operated their second-hand Bf 109Gs until 1954, by what time they grounded their Yaks and Spitfires.
Also, stating that " to DB all major power increases came though increased displacement" is misleading. The DB 601E was making 40% more power than DB 600, without increase in displacement, and without change in fuel. DB 605D in 1945 was making 50% more power than DB 605A in 1942, granted much of the power increase was due to introduction of water injection and hi-oct fuel. Or, DB 605D was making 100% more power than DB 600 even while the displacement went up by less than 10%.
Jumo, with 211 series of engines, indeed went for refining the design. In order to match DB 603 and surpas DB 605 they went for a whole new engine, the 213.
There aint such thing as a free lunch.
The V-1710 that is more compact than DB 605A develops less power at altitude. On the other hand, the 2-stage V-1710, that have had a comparable power as a contemporary DB 605 was not a compact engine, certainly no more compact than the 605.
Yes indeed, the Germans made the self-inflicted wound when opted for high CR. Curtails the allowable boost too much, hence much less power will be made, for a small trade-off in ways of consumption and momentary increase of power. The reliability of the engines that puched the CR was low for many months, eg. with DB 601N or BMW 801D (although the 801C had also severe reliability issues).
RR was an established producer of not just commercial and military engines in 1920s-30s, but also the racing engines. They got much more experience in this time than DB, and were able to put that experience on the engines being developed from mid-1930s on. Then we also have a thing of the crystal ball - how sure was in second half of 1930s that hi-oct fuel will be available on wide scale?
German engines worked just fine when fueled by hi-oct fuel, BTW.
Stating that something was wrong with the basic design of the said German engines is a majorization, as is the latest sentence. Eg. the Yugoslav AF operated their second-hand Bf 109Gs until 1954, by what time they grounded their Yaks and Spitfires.
Also, stating that " to DB all major power increases came though increased displacement" is misleading. The DB 601E was making 40% more power than DB 600, without increase in displacement, and without change in fuel. DB 605D in 1945 was making 50% more power than DB 605A in 1942, granted much of the power increase was due to introduction of water injection and hi-oct fuel. Or, DB 605D was making 100% more power than DB 600 even while the displacement went up by less than 10%.
Jumo, with 211 series of engines, indeed went for refining the design. In order to match DB 603 and surpas DB 605 they went for a whole new engine, the 213.