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Apparently Jumo thought so, as they were trying to introduce it by the end of the war, but allied bombing prevented the changeover before it could happen (just as it gutted production of the 3 valve model in 1944).Is the extra power the 4th valve would allow worth the cost, in time-money-maintence?
Everything is a trade off and perhaps the 213 could use the same tooling/casting patterns ( or some of them) as the 211 cylinder heads.
Apparently Jumo thought so, as they were trying to introduce it by the end of the war, but allied bombing prevented the changeover before it could happen (just as it gutted production of the 3 valve model in 1944).Is the extra power the 4th valve would allow worth the cost, in time-money-maintence?
Everything is a trade off and perhaps the 213 could use the same tooling/casting patterns ( or some of them) as the 211 cylinder heads.
Apparently Jumo thought so, as they were trying to introduce it by the end of the war, but allied bombing prevented the changeover before it could happen (just as it gutted production of the 3 valve model in 1944).
Some things do not scale well but a lot of 1939-40 aircraft engines made more power per pound than some 1939 Formula I Grand Prix engines and they did it on 87-100 octane gasoline, not exotic concoctions of methanol, nitrobenzol, acetone, and sulphuric ether.
Although similar externally to the earlier A-series motors, the D had numerous internal changes, among which was a redesigned head and valve train; the A model had four valves per cylinder (two inlet, two exhaust) while the D had a single inlet valve and two exhaust valves (source: JaPo, p. 81).