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supercharger, not turbo

+@khalidmb23 The T80 speed record car used the DB-603.

You mean like two skeletons fornication in a dustbin:-) I read Somewhere the Merlin cam has a profile that leads to a more lumpy idle , they sure sound smooth as the revs climb though. The smoothest engine I ever heard period, was a Bristol Centaurus sleeve valve unit in a Sea Fury, huge mill too !

You need you hearing tested pal.

+@Paul-G90 This is an engine shop and one of the best in the world. After overhaul they test the engines at all RPM ranges up to war-emergency for some engines. They're going to put at least six hours on them before delivery to the customer. Mike does specialty work on some the ultra-rare engines also like the BMW radials and Jumos. They've built the only two BMW 801s that are running in the world.

+@wackaircraftmechanic2312 Unfortunately the engine customers do hide them. Paul Allen's museum was notorious for having their work done in secret. This engine shop built the Jumo 211 for the Allen's new Stuka but they did not have permission to publish a video like this of the 211 on the engine stand. And also they are finishing up a Jumo 213 for a customer and I don't know if they will have permission to film that one either. These owners can be funning about their stuff.

+@stevenborham1585 This is one of the first runs after overhaul, so they are getting all of the setting adjusted. Inside the shop they have an array of test equipment to calibrate the fuel pumps, etc. but they still have to get everything happy.

I figured as much but I thought that such a big engine may get hurt springing to life too agressively like that.@@FiveCentsPlease

@@stevenborham1584 The engine is happy and so is the Bf-109G-6. ruclips.net/video/cKiYN2AUxnE/видео.html She turned heads at Oshkosh last year before delivery to the customer in TX. The San Antonio area I think.

+@thephilpott2194 I also think the uneven compression ratios was to compensate for the asymmetrical intake pressure from the supercharger location.

And in most ways it was. Where it lagged behind the engines of the other warring nations was the fact that the monolithic engine block made it difficult/impossible for relatively minor failures to be repaired in the field. Broken rings or a burned piston required that the thing go back to depot (almost always on a vulnerable train--you've seen the strafing movies) to be repaired by highly trained technicians. On the other hand, the Quick Change of an entire engine was the fastest and easiest of all the combatants', but squadrons had to carry fresh engines with 'em--a big logistical problem to build, crate an' carry. The Merlin had removable cylinder banks that could be replaced overnight by crew chiefs in the event of the same failure. Almost all of the stuff that could break existed as spare parts.

Or from the russian engines! They smoke as hell! Im a lover of Isotta W18 engines! Crew on torpedoboat from 1942!

They’re using modern fuels. Germans at the time had to synthesize fuels due to the lack of oil and the German planes were smoky as hell.

@MackTheGovnah Merlins use the same modern fuel nowadays but they always spew smoke out on a cold start. The DB doesn't, even though it is an inverted V engine. Very impressive👍🏻👍🏻

+@dyer2cycle Firing order, exhaust shape, and valve timing all affect the engine sound. Compare the Merlin and Griffon, because they have different firing order. The Jumo 213 on the Dora was not running very well at all and could only idle. A shop in CA is building a 213 for a customer and if they will allow some video, it will be nice to hear one running properly.

Wow, I sure would like to hear a well-running Jumo 213!...awesome!@@FiveCentsPlease

+@zakkhuitema3748 This same shop has already overhauled and tested the Jumo 211J for the Stuka at the Flying Heritage Museum, but they were not given permission to publish any video of it unfortunately. If the Stuka project is completed, we can listen to a Jumo 211 for the first time. And they are working on a Jumo 213 for another customer, and hopefully we will be able to hear that one eventually too.

Y'know what beats that sound? The same (wonderful)engine in an airframe, flying where we can hear it. Wonder where it's gonna end up? Y'think there's a plan to fly it?

That would be awesome to see.

Not even your Merlin....?

Got to put it out there, there were data plates on planes saying "ME-109". The designer of the 109 {Willy Messerschmitt} took over BFW.

Yep, correct...that is why the earlier ones were referred to as "Bf-109", and later ones as "ME-109"...as an aside, the Focke-Wulf FW-190 late war long-wing development of the FW-190 was referred to as the "TA-152"..for the designer, Kurt Tank...@@lector-dogmatixsicarii1537

Die Me 110 hatte zwei von diesen Motoren Gruß aus Deutschland

The FW-190 had no mixture no prop control and no supercharger control. Just a throttle control, It was the 1st mechanical computer put in an aircraft.

@@schecter6l6 True. It (BMW 801?) was also pressed into the field before many bugs were worked out, and drove jagdgeschwader (sp?) engineering officers crazy with their frequent failures (including those systems other than the revolutionary power controls) when it first entered operation. The 190 was a formidable adversary early on, pretty much unmatched until the Spitfire IX became operational.

Bouth correct

+ Roland Lawrence There's an Emil at Biggin Hill but I don't know how often it flies.

The fuel was injected directly into the cylinder, not into the port.

It was good but lacking power compared to the later Merlins let alone the Griffon powered spits

I'm glad I wasn't the only one to notice lol

+ alexandru.g See the Mercedes-Benz T80, which was built with a DB-603 for a land-speed record attempt. No attempt was completed because of the outbreak of WW2, and the car is on display at the Mercedes-Museum.

@@FiveCentsPlease My question was mostly for comedic purpose, but goddamn that thing is sick

@@alexandru.g8746 It would be a sacrilege to put one of the rarest Aero engines in a truck. Take an Allison, Merlin or Griffon if you must, there are tons of them around. Don‘t dare using s DB 60x! 😉😳

@@darkredvan The fact that no expert hobbyist has managed to get any DB or Jumo or BMW running on an exhibition test stand demonstrates their rarity and complexity. I think Peter Grieve in the UK has been slowing working on Jumo 211 that might end up as a running display a long time from now. Peter is also very busy building engines for other clients.

@@FiveCentsPlease To my knowledge there are even very few experienced engine restoration shops that got DB 60x‘s running. Out of my head there are about 7 or 8 worldwide (including those who closed business) who did so post 1945. Even they had some difficulties to overcome. AFAIK currently there are no more than a handful of them left who are able to get one running.

I don't think there is much need for that since it was invented to make up for inferior German wartime fuels lower knock ratings. With modern high octane fuels you get the same higher manifold pressures without needing to use it.

@@emknight84 check out this vid of a modern day vehicle with modern day pump fuel running on water methanol injection and you will get an understanding of what it does to an engine. ruclips.net/video/mjeGNOCtbaw/видео.html

@@emknight84 A higher octane doesn't give one higher manifold pressure. But it DOES allow a higher manifold pressure to be used without the detrimental detonation , and subsequently due to the tolerated higher combustion chamber compression ratio achieved , there's a higher brake mean effective pressure. I.e. more power output. The volatile nature of high octane also gives a denser charge .

@@mariuspetit8078 yeah I know. Hence what my post says. They had to strap all these systems to the engines to help reduce the detonation in their engines due to their low octane ad hoc fuels. With modern high octane fuels there wouldn't be much need for them since you could push the engine to the higher Ata settings most likely without the mw50.

it will only sound a little harder at a little higher rpm on MW50. I doubt it would be safe to run it at 2000HP on this stand.

what

+ Adfer Inverted was the specification adopted for aero engine development in Germany sometime in the 1920s, along with provision for a central cannon. The inverted engines work just as well. A few advantages are pilot visibility and much easier maintenance for the ground crews without ladders. Other countries besides Germany designed and used inverted engines.

If you pilot them (with intent to fight) and work on them then surely it was. If you're going for an afternoon lap probably not.

The inverted design did give them more than a little bit of trouble. Things like excess oil consumption on one cylinder bank, weird oil system design issues, etc. I think ultimately it was the wrong choice, if only because the designs of the planes they were putting them in didn't really take full advantage of the good points of an inverted engine.

Dont forget lower center of gravity and more aerodynamic (wider at the bottom)@@FiveCentsPlease

+ Craig Williams Mike is still there but I think Jose has been doing the DB work (and some Jumo 213 and 211 work.) Mike has been helping to calibrate the BMW 801 for Collings. Mike was also doing the specialized work on the Jumo 211 for Allen's Stuka. The 211 is finished but they didn't have permission to publish any video. Hopefully the new owners of Allen's collection will resume work on the Stuka and we can hear that 211 purr.