FYI, was Otto LUTZ, who actually did the initial chemistry research on Nitrous. Otto Cuno did a lot of the subsquent research into putting it to use in actual aircraft. :)
Thanks Calum! I think I must have misinterpreted that bit. It goes without saying that I love your book. Let me know if you’d ever be interested in giving one of your expert presentations on the channel!
@@flightdojo - Its an extremely dense book, thematically and technologically - so tiny slips like that are inevitable. Yes of course we can do a presentation. You can contact me via the contact form on my website, or track me down on Twitter.
@@CalumDouglas ACTUALLY…it was sir Fredrick Nitrous in the 15th century who invented it, to speed up his horses with the push of a button to evade law enforcement. When breathed in, it was said to add 1 horsepower, since it made his horse twice as fast as other horses. FYI
By the way, the fuel injection system developed by Bosch for the DB 601 series engines was dusted off after the war and after miniaturization, implemented it on the inline six engine on the Mercedes-Benz 300 SL.
Not true. It was direct injection on the DB601 onwards, the 300SL used a fairly normal mechanical injection into the inlet manifold. The 300SLR (not the same car although similar looking) did use direct mechanical injection from the W196 GP cars
@@zaphodbeeblebrox5973 The street 300 SL Gullwing engines used direct fuel injection, not port injection. It is one of the iconic technical advances of that car that established it's place in automotive history.
It's funny that the best part of a century after aircraft first had fuel injection, actually more than a century for a small number of engines, but let's just assume this is an early mass market fuel injected engine. Anyway, here we are best part of a century on from warplane worthy fuel injection and yet if you buy a brand new $100,000 aircraft engine it will default to having a carburetor and magneto ignition. Like a model T Ford or a pre war Vincent motorcycle.
I have worked on German designed engines and transmission systems most of my fifty-five year working life. One thing that cannot be denied is that they really do design their products well. I have compared a lot of different products with similar products from other countries and they don't compare to the German designed product. Yes, I may be a female marine engineer but I was trained in Germany. Thanks, Laurajane from New Zealand 🇳🇿
@@anuvisraa5786 For a start, I have a masters degree in marine engineering,secondly I am a female, third I was a chief engineer for over twenty years. I have been involved with a lot of machinery built in a number of countries. I can honestly say that the French have a penchant of doing things their way. Perhaps that is why they are somewhat unheard of!.
German engineers sure were not afraid to experiment and try different things good examples are the 90 degree infinitely variable superchargers on their v12s and the fw190 A series having a full mechanical computer to automate all engine controls so a pilot only needed to adjust throttle position.
@@belliduradespicio8009 Take a look at the RUclips channel "Greg's Airplanes and Automobiles". He has a video looking at the details of the engine control system for the BMW 801 in the FW190.
I thankfully worked for Bosch for 42 years rebuilding gasoline and diesel injection pumps for Mercedes Benz, Porsche and assisting engineers developing diesel injection pumps, rails and injector systems for Cummins, Navistar, Onan, GM, Ford, John Deere and Chrysler. I did see an example of the stunningly impressive, purely mechanical 12 cylinder inline direct- injection gasoline pump used on the DB600 Series engines in the office of a WW2 Engineer Hermann...(can't remember his last name) damn it.
My fuel injected M100 with its mechanical fuel injection and inbuilt altimeter really sounded like a bomber taking off. The nose of the 6.3 would lift as the massive torque hurled the car forward. That fuel injection system was based on WW2 aircraft!. Well made and very durable.
Wolfram Eisenlohr said years later about the RLM specifications for inverted engines that the main reasons were that the lower exhausts would not blind the pilot during night operations, the inverted installation was more compact, and the pilot would have better visibility.
A little known advantage of the inverted V engine was the ease of access by the ground crew. A High percentage of maintanance could be done from the ground.
Also, in the developing dive bomber blitzkrieg concept, an inverted vee engine was determined to aid accuracy (longer visual time on target). As Germany had, from a production resources standpoint, to standardize on the minimum necessary engine designs, this became one more important factor arguing for inverted inline a/c engines.
Another advantage of inverted DB engine notice by pilots who flew both the Merlin Bouchon and DB engined 109s was the lower exhaust noise in the cockpit.
It also allowed a lower center of gravity for the engine while allowing a cannon to fire through the prop. I believe it also improved aerodynamics by reducing frontal area and the pilot has greater visibility over the narrower engine profile.
My grandpa, several years after ww2, stationed outside Berlin during the cold War, got to acompany a base call as their truck driver to a rediscovered concrete storage facility. It was albeit small, but it houses barrel after barrel of aviation and diesel fuel, as well as cotton packed crates of unused and still mint condition stg rifles.. he still has one of the bullets that was in a storage crate in his memories trunk
Many veterans, old and young alike that grew under Hitler would hide or not report guns for when "the reich would come again", even after defeat. Could be one of those types of situations.
@@kristoffermangila sadly not. He couldn't quite recall the situation on who technically owned the objects inside after opening. He snuck the bullet out as a keepsake though
The fuel injection used on the DB engines was not electronically controlled. It used a mechanical design incorporating what was known as a 'flapper box' (by the sound it made), which metered the fuel based on several mechanical inputs.
Man those old aircraft engines were just bad ass looking,they were imposing, like a huge can of wupp ass and some looked really complicated, excellent video,love youtube.
I own a small part of one of these engines that was recovered from the wreck of a crashed Heinkel He 111. The really amazing thing about it is that stamped into the metal are 3 words......'Made in England'. Didn't find that until I'd cleaned it up. (I obtained the part totally legally from a museum that was getting rid of some bits that they didn't want).
@@michaelbooher339 That's the only explanation I could think of, unless the museum just got the part mixed up and it wasn't from the aircraft they said it was from.
@@michaelbooher339 That's very true. I'm sure that there was something that was sold to the Russians in the 1950s that in retrospect was a massive mistake, but I can't remember what it was.
I recommend reading Antony Sutton’s books- Some of what he revealed was the fact that Standard Oil shipped tons of Tetraethyl to Germany, and the technological exchange(later covered up) for the German Synthetic rubber. Lots of facts were hidden post war- Between the wars restrictions had Junkers build planes in the USSR, and they made the first all metal plane. In the post WWII period, the Soviets acquired BMW and Junkers jet engines, thousands of engineers and scientists and complete Heinkel factories. Siegfried Gunther in fact was the designer of the Mig-15, with Rolls Royce Nene engines the Soviets obtained with “irresistible pressure” and then improved upon. The same small group of Wall Street Bankers who financed the invasion of Russia to create the Soviet ”Union” to exploit natural resources, implement US Corporations, technical assistance(at extreme profits)also re-industrialized and invested in post 1923 Germany. Sutton’s books are a fantastic source of info(especially from hidden State Department Decimal Files) Carrol Quigley’s “The Anglo-American Establishment also shows what the English were doing in the post Versailles period, doing a “controlled buildup” and financing of Germany. The 1935 Naval Agreement where England allowed Germany to build up to 1/3 of the amount of British superiority. Also of interest was Ferdinand Porsche’s contribution to aviation engines, hemispherical combustion chamber heads, etc. ITT owned 19% of Foke-Wulf if I recall correctly. Opel was GM owned from 1931-2017, and Ford Factories continued building through and sfter the war in Germany, England, France and as the Gaz in the Ussr- To say that “things got out of hand” and history is a coverup is a pretty accurate statement-
There is much work being done to uncover the facts. It would be beneficial to back up claims with sources to preclude muddying the waters. The fact of the matter is, when you open an automobile factory in Germany in the 1930s it happens to be predominantly Germans who you employ. If a percentage of them join the Nazi movement and takeover the country (by democratic vote I might add) then the National-Socialists socialize your factory. It was not Ford the man, nor the company, who operated a Ford plant throughout the war. It was Nazi Germany who operated it for their own benefit after confiscating the means of production in the manner of ALL true socialist nations. Ill Add, Standard Oil literally produced the very first 100 Octane fuel ever, and they delivered a shipment to the UK at the onset of the Battle of Britain. Without that one ship full of aviation fuel, there is a pretty good chance the Battle of Britain would have ended a complete and total loss in the air for the Brits, and the worst hand to hand fighting of the war would not have been on the beaches of France. You want some more well known facts? After WWII the British Labour Party (Socialists) SOLD the greatest military secret they had, the Meteors upgraded Turbojet engine to the USSR because they were Commie sympathizers. That EXACT engine which pushed the Meteor to 606mph, ended up COPIED by a gross violation of intellectual property rights, and ended up in the skies over Korea in the Mig-15. The Mig-15 also utilized the exact same NACA reports on flow through aerodynamic bodies, nose inlet imbedded jet engines etc. They ended up with an F-86 Saber copy without ever seeing one because of the NACA papers which were funded by US taxpayers. Then the US hem-haws around while they KNOW Russian relations have soured in the Late-40s into the early 1950's they stand by and ALLOW the USSR to develop their own nuclear weapons via world class espionage, theft, and once again carbon copying what the West had already done a decade before. If they had been stopped before 1951-52, there would have been no cold war, no Korean war, no rise of Red china, no Taiwan dispute. And and there would have been an end to Stalin. And they would have killed millions by dropping a bomb on moscow, but it would pale in comparison to the 20-80 million people who died in Russia and China in the 50s-70's to starvation, lack of food, water, and of medical treatments. But all those American and British idiots are dead, and now their children run this country and the rest of the world. To scared to call out Putin as Evil. To scared to rattle Fat Kims ego, wont even drop pamphlets to N.Korea to show them reality. To scared to call out the Communist leaders in china. They stand by while the Chinese hack and obtain every secret we ever had and begin flying around in 5th gen stealth fighters and nuclear submarines, when they lack any and all means to develop those themselves. And So it will only get worse.
@@Triple_J.1 Aside from Antony Sutton’s books(start with his first Trilogy, “Western Technology and Soviet Economic Development”) then “Wall Street and the Bolshevik Revolution”, “Wall Street And The Rise Of Hitler”, and “Wall Street And FDR”. Mr. Sutton was a professor at Stanford and had access to the Hoover Library-he snooped where no one ever thought that so many decades later someone would go looking for State Department Decimal Files for evidence. Things that are hidden not only from the public but to most other elected officials. Further enlightenment comes from reading Douglas Reed’s 1956 book(only published in 1978)and Carroll Quigley’s “The Anglo-American Establishment. From the days of Cecil Rhodes and Alfred Milner, who really ran that Empire, through the secret Milner Group, Inner Circle, Round Table and Kindergarten. And where do you think the Germans got funding post WWI/Versailles? Especially after 1923?
The Masters of Deception have done a great job at hiding things, coating history with a daily layer of lies to keep it that way. MacArthur discovered the truth about the Korean War, and he got immediate retirement and a parade. Patton got run over by a truck before him. People still don’t know what the Vietnam scam was after all these years. Some American pilots that flew far north were confused to see Ford trucks, which were in fact soviet Fords-
In regard to Rolls Royce Superchargers, it is interesting to read Sir Stanley Hooker's Book " Not Much of an Engineer" where he talks about his input to improve the design.
One of the best books I've ever read. Written by such a pivotal figure himself, no interpretations. Highly recommend it to anyone interested in aircraft engines, piston or turbine.
With a name like Flight Dojo, I expected a sensationalist Cobra Kai of airplane You Tubers but I decided I wanted to give it a shot anyway. I got a very pleasant surprise. As soon as I realized how you were going to cover this topic, I was interested. When you plugged Calum's book (which I have read, and it is excellent), it was very obvious that you were the sort of person who does their homework. Your delivery is clear, the background music doesn't get in the way or grate on my nerves, and your choice of visuals is nicely done. In short, subbed.
Small boo-boo: you mention the development of electronically controlled direct fuel injection @13:00. The direct injection was of course mechanically controlled on the Bosch system, through the Genius Kommandogerat system. Electronics were only developped post WW2 with the invention of the transistor. Nit picking of course, this remains an excellent video! Thanks for producing it.
I always get a kick about the story of German pilots when they would inspect a fighter that had been downed and would say "what the fuck are all these levers for?" ha ha ha ha
@Alfred Wedmore look fuckhead i worked on leyland buses and they used a mchanical commutator for tachometer and speedometer that turned 24 volts dc into a variable frequency 48 volt 3 phase output to ac motors in tacho or speedo,i dont know of any similar system in use today,i am a qualified H/D mechanic with an interest in historical machinery and cars,there were early race V8's which used 8 sets of points to trigger injection systems,you are very ignorant of the past alfred and dont know about what wuld now be considered "dead end" technologys that no longer exist,have you ever seen a buzz box or trembler coil on a vintage car?,didnt think so,STFU
Liked and Subscribed. I appreciate the historical perspective from the context of engine development. I find it fascinating as a person who loves anything with pistons, valves, wheels or wings. WWII Warbirds are amazing feats of engineering. Thank you for making this content and sharing it with us.
At 01.10 . The pilot is Adolph Galland who ended up in Charge if the Luftwaffe Fighter Command . He started flying ME 109’s in Spain in the mid 1930’s . My dad an RAF Mustang Pilot met him at a reunion he went to & Galland was the Guest Speaker.
+ Beagle76 The wreckage of an original Condor Legion Bf-109 was found in a dump in Spain way back in the 1980s. It has been under rebuild to fly and I think it will be stunning when it is complete not long from now.
There was an article on this in our Mercedes club of America magazine, The Star. Some thing that always stayed with me was their observation that many of the engineers that were working on this had previously worked on their magnificent silver arrow Grand Prix cars of the 30s. IIRC Rolls-Royce was considering an inverted design but abandoned it. I don’t see any semblance of “evil“ in this engine, just magnificent engineering. Better center of gravity, mechanics didn’t have to climb up on a ladder to do most of their work and stoop down, not to mention the innovative Bosch fuel injection system which continued as a basic design into Mercedes Benz gas cars through the 1960s.
@@kristoffermangila IIRC the 300SL (for the civilians; the earlier race version was carbureted), had direct injection; subsequent Mercedes did not - but they all used that magnificent mechanical fuel injection pump from the DB600 - which resembled a miniature engine.
I am so pleased I have discovered this link! Great content, well put together and objectively put! I get a bit tired of the rhetoric exposed by some that everything was about the Spitfire Engine and the Rolls Royce Merlin engine; so much history has been written by the Victors as it has always been throughout history! Once Again Thank You.....Regards From New Zealand
605 had several problems with mainbearings and lubrication and oil foam when installed in BF109´s because Willy M. refused to enlarge (another bulge in the 109 cowling!) its oil tank which was clearly undersized from that what Merc was recommending ! In 110´s the 605 did last longer (more room for bigger oiltank and for defoaming device "Ölschleuder") but they were´nt flown such hard as a single fighterplane too.
An important omission in reporting the downside of straight vanes in the RR turbo was that flat, straight vanes created a definite pulse in the boosted air supply, making smooth fuel/air mix more difficult even with injection. Curved vanes delivered a more constant smooth supply of the concentrated air with even larger turbos being much more efficient than the straight vaned variety.
In 1990, I was working for Daimler Benz on the 600-er series diesel motors in Mannheim Germany. They came in two models: the 4 and the 5 cylinder versions. Even more ironic was that my supervisors' name was Walter Jones who was an American himself and put in charge of our entire shift.
Fantastic! Thanks for the time and reaserch that has gone into this. I loved the making the Marlin engine and the lengths and depths they went too {Ford V8 is another} but there is nothing similar for the Germans. This is the next best thing.
Love your channel! Would love to see a vid about how DB squeezed a cannon barrel in the “V” of the engine. Can you imagine the complexity of design and the maintenance nightmare that would entail! Keep up the great work!
+ Turbobus The cannon is sitting between the feet of the pilot, and the blast tube passes through the engine VEE and a hollow propeller shaft. So not necessarily complex, just hard to reach.
it was actually very simple German aircraft were very simple though they did have the worst motor cannon Russians did it far better without much fail their guns were just a whole lot more powerful it actually broke the plane
Not really. It is an empty space. No harder that accessing a lot of guns. The main difficulty is making sure the vibrations dont screw with the engine.
2 года назад+1
Finally a video about 600-series!!! Awesome, thanks
Funny that I sat with a Vader shirt in front of my screen hear you talking about the dark side :D I love this old engines, would love to fly with an old WWII fighter in the future, but I think it will be a dream forever. Greetz from Germany :)
Minor critique 'rare' metals, like chromium, vanadium, molybdenum would be more apt than 'precious' which means gold, silver, platinum group metals. Apart from that nice work.
Great presentation! Callum's book is amazing. There is sadly no book dedicated to the DB engines. Neither for the Maybach tank engines. There is a good BMW and another Junker book, the second one, even if very technical does not go deep in the development history or political background...and also both are in German.
Very well researched content (I’m sure from the attributed book at the outset) that finally explained many things I had been wondering about for a while. Great info.
It was the slotted exhaust ports down low instead of up high on the 109 that 1st fish hooked you. And then you realized it had no oil pan with its dry sump oiling system. And it would fly just fine inverted instead of konking out in a simple -G pushover like a Merlin. And the 20mil "Motorcanone" that fired between its cylinder banks and recoiled into the cockpit. And the ground crews cranking them over like lawnmowers. And the fires they built under them on the Eastern front so they would start. And the...
Pratt & Whitney recognized the limitations of a standard carburetor and began using a new type "pressure carburetor" from Bendix-Stromberg- basically a throttle body type injection system with no fuel bowl or floats. Rolls Royce saw the problems RAF fighters in Hurricanes and Spitfires were having with fuel starvation in negative G's and adapted the Bendix-Stromberg carb and began having a much easier time with Messerschmitts and Focke-Wulfs.
Thanx for the excellent video, much needed to put some facts in order. My read of this history is that Germany, especially in the wake of rearmament, made up for lost time, but quickly was brought to the reality that, due to the lack of sufficient quantities of strategic materials, it could not compete in exactly the same ways as the future Allies. So, as higher performance requirements brought higher engine stresses, the Germans couldn't access the necessary & sometimes exotic materials to resolve this, e.g. bearings. Therefore, maintaining roller bearings, and lower boost pressures were required. Yet remaining competitive--indeed, winning--was required, so other methods (larger displacements, GM1, MW50) were employed. I believe Germany was 1st to figure out the knock rating problems, and had more than adequate octanes, but didn't have adequate production capacities. At midwar & immediate postwar, Allies were "scratching their heads" that Germany was manufacturing avgas with octane ratings superfluous to the needs of their operational aircraft. There's much more to be said regarding the competitive disadvantages with which the Nazis had to contend. Leaving the turbojet story aside, suffice it to say that by VE day, the production war was lost, but German aviation motor technology was evenly competitive with the Allies ( although this would have also have come to a screaming halt as, according to Speer, by May '45, Germany's total supplies of strategic materials would only fill a broom closet.).
Germany recognized before the war that larger displacement engines would be needed to operate at the Maximum potential of aerodynamic technology... The Rolls-Royce Merlin was clearly too small to meet power demands of modern fighter designs like the Tempest. Germany clearly had a major technology advantage with the widespread use of Gasoline Direct Injection and variable speed superchargers... this was vastly superior to carburators and fixed speed blowers in every way. GDI allows lower octane fuels to be used without the risk of damage from "Knock"
*MW50* had another important advantage.. its extended the amount of *TIME* that WEP or emergency combat power (P-MAX) could be used... some Luftwaffe aircraft carried enough MW50 to extend WEP up to 20 minutes per flight, 400% more than a typical Allied aircraft (5 minutes max.)
@12:05 That's a kugelfischer, the penultimate headache for a german auto mechanic. @12:53 there was no electronic fuel injection yet. Bosch style mechanical fuel injection is just that- entirely mechanical.
I have a BMW e24 that is fitted with kugelfischer mechanical fuel injection. Yes it is complicated but logical. This car performs better than a lot of more modern models. When you know how it is quite easy to set up.
Rolls Royce considered an inverted V-12 design for powering the aircraft design that became the Spitfire. It got no further than design studies and a wooden mock-up but it was every bit as mean looking as the Daimler engine. The nastiest looking production engine had to be the Napier Sabre.
What’s weird is that the Brabham Formula 1 team ran into oil starvation problems in the 80’s when they laid their BMW in-line 4 engines on their side to obtain a lower center of gravity. The car was an utter failure 🤷♂️.
12:53 Small but important point: the fuel injection systems used in these planes were mechanical, not electronic. IINM the first electronic fuel injection system used in a production vehicle, was a Bendix system in the 1950s. It used thermionic valves, and wasn't successful.
The modern Mahle F1 direct injection technology could have been implemented in WW2 and would have solved German fuel knock problem, and could have eliminated the toxic lead fuel additive pollution worldwide saving billions of lost IQ and which some believe caused increased crime by those worst affected. Also much improved fuel economy would have prevented a lot of CO2 pollution and oil crises and oil wars...
German engines had GDI during WW2... that's why they could run boost on lower octane fuels.. Allied pilots and ground crews were often severely injured by high lead fuel fumes.
That may be true but only if the transgressor module on the vengeance function of the retribution valve were to be activated during post synchronous jimmy nahoobie.
I had been under the impression that normally-aspirated engines benefitted from valve overlap, but supercharged engines risked pushing some of the air-fuel mixture out the exhaust before it could be burned, damaging range.
The mighty Pratt & Whitney R2800 Double Wasp! One of the greatest engines of any kind ever built, in my humble opinion. As someone else mentioned, Flight Dojo has a video on this iconic engine, and it's excellent.
Fun fact, one of the disadvantages of fuel injection is you forego the cooling effect of a carburetor system, on the Merlin engine, induction temperatures due to supercharging could reach 200 degrees C, the cooling effect of evaporating the fuel in the carburetors was estimated to be worth around 100hp if I remember correctly.
@@flightdojo remember to inclute the Armstriong axial flow engines.. way in advance of everything at the time, held back by a 100hr lifespan not being good enough but still 5 times that of the Jumo..
it´s fascinating in the time context..for some reason it´s more fascinating what they achieved back then considering the technology they had.... for some reason it seems easiert to me to build a stealth fighter with today´s technology than a lasting, powerfull piston engine back then.. .many things back then were designed by try and error
I did put forward the theory for the upside down engine may have been to divert exhaust noise from the cockpit. A 1000 hp engine with stub exhausts must have been unbearable for all pilots not just German
+ yfelwulf A German committee created the inverted specification back in 1920 or 1921. The common theories are pilot visibility, but more importantly was easy maintenance for the ground crews. They didn't have to climb all over ladders to their jobs. The inverted design works as well as conventional upright engines.
It was interesting to hear the boys over in Germany didn't find the sleeve valve option a good one, even after testing. Tuff nut to crack for sure. Napier got it right but their manufacturing was lagging, couldn't get the sleeves just right for mass producing where Bristol did. It's also interesting to see most of the tech developed pre war (GDI, multi valve head, DOHC, Turbo and super charge, variable valve timing, any one else want to add to the list) was in use. And these days car manufactures harp on about new tech. Sign, more marketing BS.
Engines are complicated enough without adding sleeve valves.... Alsow one thing to remember, while a better flow to the head is great because it allows more air and fuel in and out... especially under higher boost levels, allowing for even more power. What good is it to an Engine that is limited by the knock resistance of the fuel and not by the amount of backpressure in the cylinder head?
True, but these WWII aero engines were the pinnacle of mechanical engineering at the time, performance at any cost basically. It was only much later that technology became economical and reliable enough for mass market automobile use.
@@justacomment1657 they had c3 fuel 100 octane problem is their engines were never as good as you think even the wiki greatly overestimates all German top speeds
@@kieranlee9610 c3 was verry verry limited. And compared to 150 octane the allies used it still sucked... C3 was so limited that they actually come up with the water methanol injection just to be at least a little competitive.... But Germany hat so much shortcomings everywhere its a bloddy wonder that they actually managed to get a jet engine working without any decent raw materials...
@@justacomment1657 C3 wasn't actually that limited many of their planes used it especially in operation bodenplatte difference is mw50 doesn't work above the first supercharger speed for every German plane they had to deal with having pretty bad engine power above 3000m DB605A to DB605ASM-ASY high alt varients they only went up 1000m more to 7000m those had 900hp jumo 213s 1500-1700hp DB603s 1500hp and people may think they did something incredibly with that jet engine but realistically it literally paved the way for cheap generic basic jet engines British paved the way for incredibly complex engines infact its probably against what people think Germans were relatively simple engineering British had some extremely Complex engineering but then again complex engineering is always more reliable than simple that's probably why German car makers today are still below average on the reliability scale
12:55 I am _certain_ you meant to say "mechanical fuel injection" there, as otherwise it would mean Daimler-Benz used time travel to get an engine part from the future, which would just be silly.
10 years ago i would've said thank goodness the nazis and the commies lost, in that order. After 2020, I'm beginning to wonder if they weren't just biding their time. Great video
Good video. I think using the word dark side is very bias political. You will review the allies engine in a brighter light, yet these same countries have a dark side. Britain murdering 150 million people in their 150 year history. If you refer to the concentration camps, the British built the first ones in the boer war in which 250k men, women and children were murdered. Before you say the nazi killed 6 million, don't judge numbers, genocide is genocide irrespective of numbers. Being Irish, we suffered genocide 4 million murdered at the hands of the British and Catholic Church 🙄🙄🙄🙄🙄🙄🙄🙄😢😢😢
Indeed, the Victorian Holocausts make Hitler and Stalin look like amateurs.. While many of the 150 million murdered by the British were over religious or political ideology or racism most were murdered for profit, out of shear greed.
Great video! There was an inverted version of the American Liberty 12 engine coded the V-1650, but not to be confused with the Packard version of the RR Merlin. Not sure what year that was but I think it was before the DB600 series.
Chrysler developed an inverted V12 very powerful one toward the end of the war with No market for any more prop engines as they were going into the jet age. So it was already yesterday's news by the time it past the development stage.
It’s hilarious that the Brits spent their linguistic history slurring and shortening words (focsul, gunnel, bosun), and then decide to go full Hawaiian with jaguar. 😆
@@JWZelch as the Americans say "i could care less" This actually should be "i couldn't care less" but for some reason you completley reversed the meaning whilst intending it to mean the same thing. Now thats dumb.
Laura , is not only correct regarding the basic design ethos. As a lifelong student/ restorer/ builder of vintage vehicles (with a specialty in ENGLISH machinery) for a break from the challenge posed by Brit design I always keep a couple of German vehicles to work on as a relief!! I have always believed that when referring to the processes of work on about ANY German machine I have worked on the following truth is wise to remember… “ if you are finding it hard to work on or understand, then You most certainly ARE Doing it WRONG!!!”
I hope you will soon stop making these "Germany was evil" videos. Paton said it himself " We faught the wrong enemy." History is written by the vikars. Question who was good and evil in the world wars!
how was the design of the piston on this engine or inverted engines? common piston would serve as a oil bath and not letting the oil go, the upside down cylinder would fill up with oil?
Don't forget that, on a four-stroke internal combustion engine like this one, that the crankcase is supposed to be sealed from the combustion chambers, by the piston rings. It was, presumably a dry sump design and I imagine that the crankshaft lubrication allowed a small amount to go the the cylinder walls and anything remaining was sucked up by the oil pump and returned, after cooling, to the oil tank to reservoir. The undersides of the pistons would send any oil on them upwards, where some of it could be caught in some sort of a well, to be pumped away. Dry sump designs are used in several motorcycle engines and maybe car ones as well, not only such things as the DB600 series. Wet sumps are much simpler and, in some small and lower-powered engines, are used without an oil pump; just with 'splash' lubrication with a so-called 'spoon' on the bottom of the crank-pin.
@@lukewiseman9946 all professional (race) engines use dry sump system to prevent that the crank hits the oil bath and splashes and encounters resistance due to oil, loose HP/power You need a oil pump on any 4 stroke engine to lubricate the camshaft, cam followers and optional cam chain. unless it's a old stationary engine where you hand oil these parts. although not all 4stroke engine have a oil filter or just some cheap metal mesh to pr vent big pieces ... the oil in the upside down configuration of this engine might assist or give some extra level of compression or prevent lost of compression. but maybe they had some advance piston design like current F1 cars with minimal sleeve to assist to oil to flow away. the rocker covers in these video had hoses attached to them, indicating a "dry sump" oil pump.
There is often actually something in German water, namely radon. Germany has very large uranium deposits (Germany was once the third largest uranium producer in the world) and the decay of uranium produces radon gas. In many regions, waterworks have to filter radon from the water. In some regions, cellars also need to be particularly ventilated because radon can get into the cellar through the floor slab. Radon is considered to be the cause of 5% of lung cancer cases in Germany, directly after smoking.
FYI, was Otto LUTZ, who actually did the initial chemistry research on Nitrous. Otto Cuno did a lot of the subsquent research into putting it to use in actual aircraft. :)
LUTZ as in current clutches?
Thanks Calum! I think I must have misinterpreted that bit. It goes without saying that I love your book. Let me know if you’d ever be interested in giving one of your expert presentations on the channel!
@@flightdojo - Its an extremely dense book, thematically and technologically - so tiny slips like that are inevitable. Yes of course we can do a presentation. You can contact me via the contact form on my website, or track me down on Twitter.
@@CalumDouglas ACTUALLY…it was sir Fredrick Nitrous in the 15th century who invented it, to speed up his horses with the push of a button to evade law enforcement. When breathed in, it was said to add 1 horsepower, since it made his horse twice as fast as other horses. FYI
@@nicholassilvestri1804 I'm guessing it used farts for propulsion
By the way, the fuel injection system developed by Bosch for the DB 601 series engines was dusted off after the war and after miniaturization, implemented it on the inline six engine on the Mercedes-Benz 300 SL.
That I didn´t know!!!//Lars
Not true. It was direct injection on the DB601 onwards, the 300SL used a fairly normal mechanical injection into the inlet manifold. The 300SLR (not the same car although similar looking) did use direct mechanical injection from the W196 GP cars
@@zaphodbeeblebrox5973 Oops! Typo error there, it was supposed to be the DB 601 instead of the DB 600, silly me... correcting it now.
@@zaphodbeeblebrox5973 The street 300 SL Gullwing engines used direct fuel injection, not port injection. It is one of the iconic technical advances of that car that established it's place in automotive history.
It's funny that the best part of a century after aircraft first had fuel injection, actually more than a century for a small number of engines, but let's just assume this is an early mass market fuel injected engine. Anyway, here we are best part of a century on from warplane worthy fuel injection and yet if you buy a brand new $100,000 aircraft engine it will default to having a carburetor and magneto ignition. Like a model T Ford or a pre war Vincent motorcycle.
I have worked on German designed engines and transmission systems most of my fifty-five year working life. One thing that cannot be denied is that they really do design their products well. I have compared a lot of different products with similar products from other countries and they don't compare to the German designed product. Yes, I may be a female marine engineer but I was trained in Germany. Thanks, Laurajane from New Zealand 🇳🇿
what do you don't like about the french naval diesel that are built like a giant car engine?
Sarcasm
@@anuvisraa5786 For a start, I have a masters degree in marine engineering,secondly I am a female, third I was a chief engineer for over twenty years. I have been involved with a lot of machinery built in a number of countries. I can honestly say that the French have a penchant of doing things their way. Perhaps that is why they are somewhat unheard of!.
Engineered like no other.
@@johna.s.3847 Well at least there is a like.
My dad worked at the same facility Von Braun and he admitted he got his ideas from others. Go Cubs.
German engineers sure were not afraid to experiment and try different things good examples are the 90 degree infinitely variable superchargers on their v12s and the fw190 A series having a full mechanical computer to automate all engine controls so a pilot only needed to adjust throttle position.
@@belliduradespicio8009 Take a look at the RUclips channel "Greg's Airplanes and Automobiles". He has a video looking at the details of the engine control system for the BMW 801 in the FW190.
Germany had engineers, but America had hot-rodders and gearheads.
@@oldchap1228 nearly perfect ;-) Kommandogerät (commanding device)
The first application of an engine management system, years before Volvo, Renault, fitted such systems to their cars and lorries.
@@oldchap1228 yep, you butchered it: Kommando Gerät.
I thankfully worked for Bosch for 42 years rebuilding gasoline and diesel injection pumps for Mercedes Benz, Porsche and assisting engineers developing diesel injection pumps, rails and injector systems for Cummins, Navistar, Onan, GM, Ford, John Deere and Chrysler. I did see an example of the stunningly impressive, purely mechanical 12 cylinder inline direct- injection gasoline pump used on the DB600 Series engines in the office of a WW2 Engineer Hermann...(can't remember his last name) damn it.
I cannot imagine a better job then doing that all day long I have a smile on my face every single day.
Onan wiki
Boring, his name was Hermann Boring
Goring
My fuel injected M100 with its mechanical fuel injection and inbuilt altimeter really sounded like a bomber taking off. The nose of the 6.3 would lift as the massive torque hurled the car forward. That fuel injection system was based on WW2 aircraft!. Well made and very durable.
Wolfram Eisenlohr said years later about the RLM specifications for inverted engines that the main reasons were that the lower exhausts would not blind the pilot during night operations, the inverted installation was more compact, and the pilot would have better visibility.
A little known advantage of the inverted V engine was the ease of access by the ground crew. A High percentage of maintanance could be done from the ground.
@@petersattler3454
that's why they were called 'ground crew' instead of 'aircrew' lol jus kidding
Also, in the developing dive bomber blitzkrieg concept, an inverted vee engine was determined to aid accuracy (longer visual time on target). As Germany had, from a production resources standpoint, to standardize on the minimum necessary engine designs, this became one more important factor arguing for inverted inline a/c engines.
Another advantage of inverted DB engine notice by pilots who flew both the Merlin Bouchon and DB engined 109s was the lower exhaust noise in the cockpit.
It also allowed a lower center of gravity for the engine while allowing a cannon to fire through the prop. I believe it also improved aerodynamics by reducing frontal area and the pilot has greater visibility over the narrower engine profile.
I am reading that book right now. A lot to digest. Amazing what design problems a nickel shortage can cause.
And to think the Ukraine incident is causing the nickel price to be incredibly expensive
My grandpa, several years after ww2, stationed outside Berlin during the cold War, got to acompany a base call as their truck driver to a rediscovered concrete storage facility. It was albeit small, but it houses barrel after barrel of aviation and diesel fuel, as well as cotton packed crates of unused and still mint condition stg rifles.. he still has one of the bullets that was in a storage crate in his memories trunk
Many veterans, old and young alike that grew under Hitler would hide or not report guns for when "the reich would come again", even after defeat. Could be one of those types of situations.
Your gramps didn't get one of those Stg 44s?
@@kristoffermangila sadly not. He couldn't quite recall the situation on who technically owned the objects inside after opening. He snuck the bullet out as a keepsake though
@@trevortammen2341 oh well, at least there's the bullet...
The fuel injection used on the DB engines was not electronically controlled. It used a mechanical design incorporating what was known as a 'flapper box' (by the sound it made), which metered the fuel based on several mechanical inputs.
Man those old aircraft engines were just bad ass looking,they were imposing, like a huge can of wupp ass and some looked really complicated, excellent video,love youtube.
I own a small part of one of these engines that was recovered from the wreck of a crashed Heinkel He 111. The really amazing thing about it is that stamped into the metal are 3 words......'Made in England'. Didn't find that until I'd cleaned it up. (I obtained the part totally legally from a museum that was getting rid of some bits that they didn't want).
Pre- war no doubt.
@@michaelbooher339 That's the only explanation I could think of, unless the museum just got the part mixed up and it wasn't from the aircraft they said it was from.
@@24934637 England was not very careful / smart with there technology in the 20’s - 30’s. AKA the Whittle engine.
@@michaelbooher339 That's very true. I'm sure that there was something that was sold to the Russians in the 1950s that in retrospect was a massive mistake, but I can't remember what it was.
@@24934637 The Whittle jet engine technology was lost to the Russians in a pool game.
I recommend reading Antony Sutton’s books-
Some of what he revealed was the fact that Standard Oil shipped tons of Tetraethyl to Germany, and the technological exchange(later covered up) for the German Synthetic rubber.
Lots of facts were hidden post war-
Between the wars restrictions had Junkers build planes in the USSR, and they made the first all metal plane.
In the post WWII period, the Soviets acquired BMW and Junkers jet engines, thousands of engineers and scientists and complete Heinkel factories. Siegfried Gunther in fact was the designer of the Mig-15, with Rolls Royce Nene engines the Soviets obtained with “irresistible pressure” and then improved upon.
The same small group of Wall Street Bankers who financed the invasion of Russia to create the Soviet ”Union” to exploit natural resources, implement US Corporations, technical assistance(at extreme profits)also re-industrialized and invested in post 1923 Germany. Sutton’s books are a fantastic source of info(especially from hidden State Department Decimal Files)
Carrol Quigley’s “The Anglo-American Establishment also shows what the English were doing in the post Versailles period, doing a “controlled buildup” and financing of Germany.
The 1935 Naval Agreement where England allowed Germany to build up to 1/3 of the amount of British superiority.
Also of interest was Ferdinand Porsche’s contribution to aviation engines, hemispherical combustion chamber heads, etc.
ITT owned 19% of Foke-Wulf if I recall correctly. Opel was GM owned from 1931-2017, and Ford Factories continued building through and sfter the war in Germany, England, France and as the Gaz in the Ussr-
To say that “things got out of hand” and history is a coverup is a pretty accurate statement-
Economic ties with hostile regimes probably happen all the time. Wallstreet and the Communist Party of China are also closely tied together.
Well now I know.
There is much work being done to uncover the facts. It would be beneficial to back up claims with sources to preclude muddying the waters.
The fact of the matter is, when you open an automobile factory in Germany in the 1930s it happens to be predominantly Germans who you employ. If a percentage of them join the Nazi movement and takeover the country (by democratic vote I might add) then the National-Socialists socialize your factory. It was not Ford the man, nor the company, who operated a Ford plant throughout the war. It was Nazi Germany who operated it for their own benefit after confiscating the means of production in the manner of ALL true socialist nations.
Ill Add, Standard Oil literally produced the very first 100 Octane fuel ever, and they delivered a shipment to the UK at the onset of the Battle of Britain. Without that one ship full of aviation fuel, there is a pretty good chance the Battle of Britain would have ended a complete and total loss in the air for the Brits, and the worst hand to hand fighting of the war would not have been on the beaches of France.
You want some more well known facts? After WWII the British Labour Party (Socialists) SOLD the greatest military secret they had, the Meteors upgraded Turbojet engine to the USSR because they were Commie sympathizers. That EXACT engine which pushed the Meteor to 606mph, ended up COPIED by a gross violation of intellectual property rights, and ended up in the skies over Korea in the Mig-15. The Mig-15 also utilized the exact same NACA reports on flow through aerodynamic bodies, nose inlet imbedded jet engines etc. They ended up with an F-86 Saber copy without ever seeing one because of the NACA papers which were funded by US taxpayers.
Then the US hem-haws around while they KNOW Russian relations have soured in the Late-40s into the early 1950's they stand by and ALLOW the USSR to develop their own nuclear weapons via world class espionage, theft, and once again carbon copying what the West had already done a decade before. If they had been stopped before 1951-52, there would have been no cold war, no Korean war, no rise of Red china, no Taiwan dispute. And and there would have been an end to Stalin. And they would have killed millions by dropping a bomb on moscow, but it would pale in comparison to the 20-80 million people who died in Russia and China in the 50s-70's to starvation, lack of food, water, and of medical treatments.
But all those American and British idiots are dead, and now their children run this country and the rest of the world. To scared to call out Putin as Evil. To scared to rattle Fat Kims ego, wont even drop pamphlets to N.Korea to show them reality. To scared to call out the Communist leaders in china. They stand by while the Chinese hack and obtain every secret we ever had and begin flying around in 5th gen stealth fighters and nuclear submarines, when they lack any and all means to develop those themselves.
And So it will only get worse.
@@Triple_J.1
Aside from Antony Sutton’s books(start with his first Trilogy, “Western Technology and Soviet Economic Development”) then “Wall Street and the Bolshevik Revolution”, “Wall Street And The Rise Of Hitler”, and “Wall Street And FDR”.
Mr. Sutton was a professor at Stanford and had access to the Hoover Library-he snooped where no one ever thought that so many decades later someone would go looking for State Department Decimal Files for evidence. Things that are hidden not only from the public but to most other elected officials.
Further enlightenment comes from reading Douglas Reed’s 1956 book(only published in 1978)and Carroll Quigley’s “The Anglo-American Establishment. From the days of Cecil Rhodes and Alfred Milner, who really ran that Empire, through the secret Milner Group, Inner Circle, Round Table and Kindergarten.
And where do you think the Germans got funding post WWI/Versailles? Especially after 1923?
The Masters of Deception have done a great job at hiding things, coating history with a daily layer of lies to keep it that way. MacArthur discovered the truth about the Korean War, and he got immediate retirement and a parade. Patton got run over by a truck before him. People still don’t know what the Vietnam scam was after all these years. Some American pilots that flew far north were confused to see Ford trucks, which were in fact soviet Fords-
In regard to Rolls Royce Superchargers, it is interesting to read Sir Stanley Hooker's Book " Not Much of an Engineer" where he talks about his input to improve the design.
One of the best books I've ever read. Written by such a pivotal figure himself, no interpretations. Highly recommend it to anyone interested in aircraft engines, piston or turbine.
@@PMcKay00 if its british im not interested.
@@florencemodina6293 fair point. I mean, what did the British ever do for aero engines?
Have you seen TIK and his channel history has been written by the losses to make the Union against the USSR more palatable
@@gingernutpreacher TIK knows his stuff, he's dedicated his life pretty much towards his craft.
With a name like Flight Dojo, I expected a sensationalist Cobra Kai of airplane You Tubers but I decided I wanted to give it a shot anyway. I got a very pleasant surprise. As soon as I realized how you were going to cover this topic, I was interested. When you plugged Calum's book (which I have read, and it is excellent), it was very obvious that you were the sort of person who does their homework. Your delivery is clear, the background music doesn't get in the way or grate on my nerves, and your choice of visuals is nicely done.
In short, subbed.
Wow! This is AWESOME! I got to your end screen, and just went "NO!!! I want more!!!!"
Give me more!
This is an AMAZING engine! WOW!
Small boo-boo: you mention the development of electronically controlled direct fuel injection @13:00. The direct injection was of course mechanically controlled on the Bosch system, through the Genius Kommandogerat system. Electronics were only developped post WW2 with the invention of the transistor.
Nit picking of course, this remains an excellent video! Thanks for producing it.
Yep. That Bosch system is exactly the same as Bosch produced for the 1969-1973 Porsche 911, and also for race cars like the 917 and the 935.
the nazis were highly developing electronics based on the vacum tube
I always get a kick about the story of German pilots when they would inspect a fighter that had been downed and would say "what the fuck are all these levers for?" ha ha ha ha
@Alfred Wedmore you seem to not understand rotating comutators/slip rings etc and magnetic pick ups,all of which were used pre transistor
@Alfred Wedmore look fuckhead i worked on leyland buses and they used a mchanical commutator for tachometer and speedometer that turned 24 volts dc into a variable frequency 48 volt 3 phase output to ac motors in tacho or speedo,i dont know of any similar system in use today,i am a qualified H/D mechanic with an interest in historical machinery and cars,there were early race V8's which used 8 sets of points to trigger injection systems,you are very ignorant of the past alfred and dont know about what wuld now be considered "dead end" technologys that no longer exist,have you ever seen a buzz box or trembler coil on a vintage car?,didnt think so,STFU
Liked and Subscribed. I appreciate the historical perspective from the context of engine development. I find it fascinating as a person who loves anything with pistons, valves, wheels or wings. WWII Warbirds are amazing feats of engineering. Thank you for making this content and sharing it with us.
Keep at it with this engine series. It's fascinating
The DB 604 X-24 was an engine with an X shaped configuration from the same company. Always loved this engines crazy design.
At 01.10 . The pilot is Adolph Galland who ended up in Charge if the Luftwaffe Fighter Command . He started flying ME 109’s in Spain in the mid 1930’s . My dad an RAF Mustang Pilot met him at a reunion he went to & Galland was the Guest Speaker.
+ Beagle76 The wreckage of an original Condor Legion Bf-109 was found in a dump in Spain way back in the 1980s. It has been under rebuild to fly and I think it will be stunning when it is complete not long from now.
There was an article on this in our Mercedes club of America magazine, The Star. Some thing that always stayed with me was their observation that many of the engineers that were working on this had previously worked on their magnificent silver arrow Grand Prix cars of the 30s.
IIRC Rolls-Royce was considering an inverted design but abandoned it.
I don’t see any semblance of “evil“ in this engine, just magnificent engineering.
Better center of gravity, mechanics didn’t have to climb up on a ladder to do most of their work and stoop down, not to mention the innovative Bosch fuel injection system which continued as a basic design into Mercedes Benz gas cars through the 1960s.
The pinnacle of which was the fuel injection system used on the Mercedes-Benz 300 SL.
@@kristoffermangila IIRC the 300SL (for the civilians; the earlier race version was carbureted), had direct injection; subsequent Mercedes did not - but they all used that magnificent mechanical fuel injection pump from the DB600 - which resembled a miniature engine.
I know nothing of engines and nothing of aircraft but really enjoyed the video.
I am so pleased I have discovered this link! Great content, well put together and objectively put! I get a bit tired of the rhetoric exposed by some that everything was about the Spitfire Engine and the Rolls Royce Merlin engine; so much history has been written by the Victors as it has always been throughout history! Once Again Thank You.....Regards From New Zealand
Not only so much history , but so many lies !!!
still looking forward to another episode in this series :)
605 had several problems with mainbearings and lubrication and oil foam when installed in BF109´s because Willy M. refused to enlarge (another bulge in the 109 cowling!) its oil tank which was clearly undersized from that what Merc was recommending ! In 110´s the 605 did last longer (more room for bigger oiltank and for defoaming device "Ölschleuder") but they were´nt flown such hard as a single fighterplane too.
Can’t tell a German he’s wrong….
Square heads
An important omission in reporting the downside of straight vanes in the RR turbo was that flat, straight vanes created a definite pulse in the boosted air supply, making smooth fuel/air mix more difficult even with injection. Curved vanes delivered a more constant smooth supply of the concentrated air with even larger turbos being much more efficient than the straight vaned variety.
A real masterpiece of aero engines !
In 1990, I was working for Daimler Benz on the 600-er series diesel motors in Mannheim Germany. They came in two models: the 4 and the 5 cylinder versions. Even more ironic was that my supervisors' name was Walter Jones who was an American himself and put in charge of our entire shift.
Fantastic! Thanks for the time and reaserch that has gone into this. I loved the making the Marlin engine and the lengths and depths they went too {Ford V8 is another} but there is nothing similar for the Germans. This is the next best thing.
I always love finding these channels that make history sound as cool as it is. History is FUN AGAIN!!!
Love your channel! Would love to see a vid about how DB squeezed a cannon barrel in the “V” of the engine. Can you imagine the complexity of design and the maintenance nightmare that would entail!
Keep up the great work!
+ Turbobus The cannon is sitting between the feet of the pilot, and the blast tube passes through the engine VEE and a hollow propeller shaft. So not necessarily complex, just hard to reach.
it was actually very simple German aircraft were very simple though they did have the worst motor cannon Russians did it far better without much fail their guns were just a whole lot more powerful it actually broke the plane
Much less complicated than a double row radial or a Napier Sabre.
The massive 30mm cannon mounted inline was a major advantage.
Not really. It is an empty space. No harder that accessing a lot of guns. The main difficulty is making sure the vibrations dont screw with the engine.
Finally a video about 600-series!!! Awesome, thanks
There are also videos on RUclips of the DBs being rebuilt, very nice details on valve train/heads etc
Funny that I sat with a Vader shirt in front of my screen hear you talking about the dark side :D
I love this old engines, would love to fly with an old WWII fighter in the future, but I think it will be a dream forever.
Greetz from Germany :)
Minor critique 'rare' metals, like chromium, vanadium, molybdenum would be more apt than 'precious' which means gold, silver, platinum group metals.
Apart from that nice work.
In a war time situation usualy call "strategic metals".
Platinum was needed for spark plugs, and Silver and Indium for the best bearings. All of which are precious metals.
@@CalumDouglas Platinum Spark plugs were invented by Bosch in *1960*
Amazingly done video, as always! But imo the darkest of the darkest on the dark side imo is the Jumo 213 ⚫️! Truly an engine of the darkside!
Great presentation! Callum's book is amazing. There is sadly no book dedicated to the DB engines. Neither for the Maybach tank engines. There is a good BMW and another Junker book, the second one, even if very technical does not go deep in the development history or political background...and also both are in German.
It's kinda sad because if engines deserves a book, it's surely those. Well made and high technology.
Please do a long form series on the old stuff like this. I'd eat that shit up! Awesome work
Very well researched content (I’m sure from the attributed book at the outset) that finally explained many things I had been wondering about for a while. Great info.
It was the slotted exhaust ports down low instead of up high on the 109 that 1st fish hooked you. And then you realized it had no oil pan with its dry sump oiling system. And it would fly just fine inverted instead of konking out in a simple -G pushover like a Merlin. And the 20mil "Motorcanone" that fired between its cylinder banks and recoiled into the cockpit. And the ground crews cranking them over like lawnmowers. And the fires they built under them on the Eastern front so they would start. And the...
Pratt & Whitney recognized the limitations of a standard carburetor and began using a new type "pressure carburetor" from Bendix-Stromberg- basically a throttle body type injection system with no fuel bowl or floats. Rolls Royce saw the problems RAF fighters in Hurricanes and Spitfires were having with fuel starvation in negative G's and adapted the Bendix-Stromberg carb and began having a much easier time with Messerschmitts and Focke-Wulfs.
Thanx for the excellent video, much needed to put some facts in order.
My read of this history is that Germany, especially in the wake of rearmament, made up for lost time, but quickly was brought to the reality that, due to the lack of sufficient quantities of strategic materials, it could not compete in exactly the same ways as the future Allies. So, as higher performance requirements brought higher engine stresses, the Germans couldn't access the necessary & sometimes exotic materials to resolve this, e.g. bearings. Therefore, maintaining roller bearings, and lower boost pressures were required. Yet remaining competitive--indeed, winning--was required, so other methods (larger displacements, GM1, MW50) were employed. I believe Germany was 1st to figure out the knock rating problems, and had more than adequate octanes, but didn't have adequate production capacities. At midwar & immediate postwar, Allies were "scratching their heads" that Germany was manufacturing avgas with octane ratings superfluous to the needs of their operational aircraft.
There's much more to be said regarding the competitive disadvantages with which the Nazis had to contend. Leaving the turbojet story aside, suffice it to say that by VE day, the production war was lost, but German aviation motor technology was evenly competitive with the Allies ( although this would have also have come to a screaming halt as, according to Speer, by May '45, Germany's total supplies of strategic materials would only fill a broom closet.).
Germany recognized before the war that larger displacement engines would be needed to operate at the Maximum potential of aerodynamic technology...
The Rolls-Royce Merlin was clearly too small to meet power demands of modern fighter designs like the Tempest.
Germany clearly had a major technology advantage with the widespread use of Gasoline Direct Injection and variable speed superchargers... this was vastly superior to carburators and fixed speed blowers in every way.
GDI allows lower octane fuels to be used without the risk of damage from "Knock"
*MW50* had another important advantage.. its extended the amount of *TIME* that WEP or emergency combat power (P-MAX) could be used... some Luftwaffe aircraft carried enough MW50 to extend WEP up to 20 minutes per flight, 400% more than a typical Allied aircraft (5 minutes max.)
Man putting out these videos so fast and so komplex thank you really good work.💪
@12:05
That's a kugelfischer, the penultimate headache for a german auto mechanic.
@12:53 there was no electronic fuel injection yet. Bosch style mechanical fuel injection is just that- entirely mechanical.
I have a BMW e24 that is fitted with kugelfischer mechanical fuel injection. Yes it is complicated but logical. This car performs better than a lot of more modern models. When you know how it is quite easy to set up.
Klugelfischer is a port fuel injection system and was developed by Fischer AG. in 1960s
Thank you for the added pictures video and sound with your documentary it made it better to watch. Good sound
what amazing detail. thanks for all the effort you put into these videos. they really are a new high standard of WW2 engine information.
Rolls Royce considered an inverted V-12 design for powering the aircraft design that became the Spitfire. It got no further than design studies and a wooden mock-up but it was every bit as mean looking as the Daimler engine. The nastiest looking production engine had to be the Napier Sabre.
I think the Nomad looked more crazy/mean although it came out in 49.
What’s weird is that the Brabham Formula 1 team ran into oil starvation problems in the 80’s when they laid their BMW in-line 4 engines on their side to obtain a lower center of gravity. The car was an utter failure 🤷♂️.
12:53 Small but important point: the fuel injection systems used in these planes were mechanical, not electronic. IINM the first electronic fuel injection system used in a production vehicle, was a Bendix system in the 1950s. It used thermionic valves, and wasn't successful.
The modern Mahle F1 direct injection technology could have been implemented in WW2 and would have solved German fuel knock problem, and could have eliminated the toxic lead fuel additive pollution worldwide saving billions of lost IQ and which some believe caused increased crime by those worst affected. Also much improved fuel economy would have prevented a lot of CO2 pollution and oil crises and oil wars...
German engines had GDI during WW2... that's why they could run boost on lower octane fuels..
Allied pilots and ground crews were often severely injured by high lead fuel fumes.
That may be true but only if the transgressor module on the vengeance function of the retribution valve were to be activated during post synchronous jimmy nahoobie.
I had been under the impression that normally-aspirated engines benefitted from valve overlap, but supercharged engines risked pushing some of the air-fuel mixture out the exhaust before it could be burned, damaging range.
Yes thats why you can only do it if you have direct injection.
Great stuff, looking forward to more. Thanks 🙂
0:41 lol picture is pretty much 'Are we the baddies?: Engine Edition'
lol
Would love to see you review the pratt and Whitney that was used on the thunderbolt. 🙂
They did. Check out the video list
@@chrismartin3197 oh really? Thanks for that
The mighty Pratt & Whitney R2800 Double Wasp! One of the greatest engines of any kind ever built, in my humble opinion. As someone else mentioned, Flight Dojo has a video on this iconic engine, and it's excellent.
Fun fact, one of the disadvantages of fuel injection is you forego the cooling effect of a carburetor system, on the Merlin engine, induction temperatures due to supercharging could reach 200 degrees C, the cooling effect of evaporating the fuel in the carburetors was estimated to be worth around 100hp if I remember correctly.
In Humankind aren't good or Bad sides, only winners write history
Wonderful information and shots. Also love the wonderful comments below from engine efficionados.
Will you ever consider doing videos on early jet engines like the Derwent or the BMW 003 and Jumo 004?
Definitely
@@flightdojo Great! Really looking forward to that! Keep up the content it's very interesting and in my opinion perfectly executed!
@@eiteiei4063 Much appreciated, thank you!
@@flightdojo remember to inclute the Armstriong axial flow engines.. way in advance of everything at the time, held back by a 100hr lifespan not being good enough but still 5 times that of the Jumo..
I have a German Ferryman V twin R30 diesel in my good ol' sailboat. Reminds me of a section out of a FW 190 radial.
it´s fascinating in the time context..for some reason it´s more fascinating what they achieved back then considering the technology they had.... for some reason it seems easiert to me to build a stealth fighter with today´s technology than a lasting, powerfull piston engine back then.. .many things back then were designed by try and error
That would be because you have never built a stealth fighter and have no concept of what it takes to design, engineer and build one.
I almost forgot how excellently your videos are made. Hats off to you! Happy 4th of July everyone!
What about that picture of a Chevy LS engine?
Superb info, thanks for making this available to the fans of the ME 109 wich is a technological beauty.
Cheers from Costa Rica, C.A.
I did put forward the theory for the upside down engine may have been to divert exhaust noise from the cockpit. A 1000 hp engine with stub exhausts must have been unbearable for all pilots not just German
+ yfelwulf A German committee created the inverted specification back in 1920 or 1921. The common theories are pilot visibility, but more importantly was easy maintenance for the ground crews. They didn't have to climb all over ladders to their jobs. The inverted design works as well as conventional upright engines.
@@FiveCentsPlease insanely loud flying a plane with one on it would b my guess
You had me with your Star Wars references. :)
My BMW car is also awesome and so is my Mercedes car, reliable well-made and run forever
It was interesting to hear the boys over in Germany didn't find the sleeve valve option a good one, even after testing. Tuff nut to crack for sure. Napier got it right but their manufacturing was lagging, couldn't get the sleeves just right for mass producing where Bristol did. It's also interesting to see most of the tech developed pre war (GDI, multi valve head, DOHC, Turbo and super charge, variable valve timing, any one else want to add to the list) was in use. And these days car manufactures harp on about new tech. Sign, more marketing BS.
Engines are complicated enough without adding sleeve valves....
Alsow one thing to remember, while a better flow to the head is great because it allows more air and fuel in and out... especially under higher boost levels, allowing for even more power. What good is it to an Engine that is limited by the knock resistance of the fuel and not by the amount of backpressure in the cylinder head?
True, but these WWII aero engines were the pinnacle of mechanical engineering at the time, performance at any cost basically. It was only much later that technology became economical and reliable enough for mass market automobile use.
@@justacomment1657 they had c3 fuel 100 octane problem is their engines were never as good as you think even the wiki greatly overestimates all German top speeds
@@kieranlee9610 c3 was verry verry limited. And compared to 150 octane the allies used it still sucked...
C3 was so limited that they actually come up with the water methanol injection just to be at least a little competitive.... But Germany hat so much shortcomings everywhere its a bloddy wonder that they actually managed to get a jet engine working without any decent raw materials...
@@justacomment1657 C3 wasn't actually that limited many of their planes used it especially in operation bodenplatte difference is mw50 doesn't work above the first supercharger speed for every German plane they had to deal with having pretty bad engine power above 3000m DB605A to DB605ASM-ASY high alt varients they only went up 1000m more to 7000m those had 900hp jumo 213s 1500-1700hp DB603s 1500hp and people may think they did something incredibly with that jet engine but realistically it literally paved the way for cheap generic basic jet engines British paved the way for incredibly complex engines infact its probably against what people think Germans were relatively simple engineering British had some extremely Complex engineering but then again complex engineering is always more reliable than simple that's probably why German car makers today are still below average on the reliability scale
Fuel injected, inverted. 30mm cannon firing through it. This generation of DBs changed everything .
German thing are always from the bright side!
What a great program! It is excellently presented and great knowledge etc!
This needs a Nord VPN ad about how much Hitler could have used a way to disguise his messages...
This is genius
What a fantastic video! Great information.
12:55 I am _certain_ you meant to say "mechanical fuel injection" there, as otherwise it would mean Daimler-Benz used time travel to get an engine part from the future, which would just be silly.
A lot of great info here but also some major inaccuracies. Love the channel and the engine histories though!
Major innacuracies like what? - Be specific and give time stamps.
Also wrong that Germany was way behind in science and engineering… / look at physics, computing …
Thankyou!! I was hoping you would cover the db series 🤟
"Dark side", I'm laughing my a$$ off - like if bankers an communists side is a light one.
Britain is still a Monarchy and they murdered 150 million people... makes Hitler and Stalin look like amateurs.
But dude they were mean or something
@@reichbunny713 Its all relative...depends on who is getting tortured and murdered that day and by whom..
Those Spanish Hugo boss ss uniforms are mint
Patton was right. we fought the wrong enemy
My good lady wife got me that book for Christmas as you say it's a very worth while book to have. Also many thanks for this video.
10 years ago i would've said thank goodness the nazis and the commies lost, in that order.
After 2020, I'm beginning to wonder if they weren't just biding their time.
Great video
The communists won. The entire western world is turning into a communist cess pool.
This video was 🔥 ! EXCELLENT JOB ! 👌😎👍
Doesn't look "evil" to me. Just painted black.
They are a beautiful work of art! Amazing looking engine!
The Germans were not the villains of WW2, friend.
socialists are always the villains be they marxist or national socialists
I have have 2 DB-605A's in my shop. They both came off of BF-109 however, they will not be used again because they are out of spec
What would one cost
I could have done with a little less "Dark Side" BS.
I LOVE the starting sound, Music of that engine. 😎❤️
Good video. I think using the word dark side is very bias political. You will review the allies engine in a brighter light, yet these same countries have a dark side. Britain murdering 150 million people in their 150 year history. If you refer to the concentration camps, the British built the first ones in the boer war in which 250k men, women and children were murdered. Before you say the nazi killed 6 million, don't judge numbers, genocide is genocide irrespective of numbers. Being Irish, we suffered genocide 4 million murdered at the hands of the British and Catholic Church 🙄🙄🙄🙄🙄🙄🙄🙄😢😢😢
Indeed, the Victorian Holocausts make Hitler and Stalin look like amateurs..
While many of the 150 million murdered by the British were over religious or political ideology or racism most were murdered for profit, out of shear greed.
The very same engine the beautiful and deadly Messerschmitt 109 had in it. In rated V12 with fuel injection back in 1939. Damn .
Great video! There was an inverted version of the American Liberty 12 engine coded the V-1650, but not to be confused with the Packard version of the RR Merlin. Not sure what year that was but I think it was before the DB600 series.
Chrysler developed an inverted V12 very powerful one toward the end of the war with No market for any more prop engines as they were going into the jet age. So it was already yesterday's news by the time it past the development stage.
Most likely a 1650-9 a merlin 101
@@tomstulc9143 most likely a copy of a merlin 101
The inverted Liberty was actually around 1100 or 1200 cubic inches. Built by Allison it was also air cooled.
love the vid. but it is daimler benz not bimeler benz. pronounced ' DAIMELER BENZ'. whilst im at it ..
Jaguar.....is JAG.YOU. ARE. not Jagwar.
or even worse "jag-wire". Some Americans pronounce it like this, no joke.
@@zaphodbeeblebrox9109 exactly! God, how i hate that! Its like the idiots who say " width and heighth"!
Pronounce however you want, but make sure you pronounce Jaguar owner as 'wanker'.
It’s hilarious that the Brits spent their linguistic history slurring and shortening words (focsul, gunnel, bosun), and then decide to go full Hawaiian with jaguar. 😆
@@JWZelch as the Americans say "i could care less"
This actually should be "i couldn't care less" but for some reason you completley reversed the meaning whilst intending it to mean the same thing. Now thats dumb.
Laura , is not only correct regarding the basic design ethos.
As a lifelong student/ restorer/ builder of vintage vehicles (with a specialty in ENGLISH machinery) for a break from the challenge posed by Brit design I always keep a couple of German vehicles to work on as a relief!!
I have always believed that when referring to the processes of work on about ANY German machine I have worked on the following truth is wise to remember…
“ if you are finding it hard to work on or understand, then You most certainly ARE Doing it WRONG!!!”
I hope you will soon stop making these "Germany was evil" videos. Paton said it himself " We faught the wrong enemy." History is written by the vikars. Question who was good and evil in the world wars!
No it was right to fight the Nazis. They were evil.
You should look into the Crystler IV 2200 prototype aircraft engine that was suppose to go into the P-47
Excellent with loads of information. Thanks a lot.
Thank you for this informative video. Learned a lot.
how was the design of the piston on this engine or inverted engines?
common piston would serve as a oil bath and not letting the oil go, the upside down cylinder would fill up with oil?
Don't forget that, on a four-stroke internal combustion engine like this one, that the crankcase is supposed to be sealed from the combustion chambers, by the piston rings. It was, presumably a dry sump design and I imagine that the crankshaft lubrication allowed a small amount to go the the cylinder walls and anything remaining was sucked up by the oil pump and returned, after cooling, to the oil tank to reservoir. The undersides of the pistons would send any oil on them upwards, where some of it could be caught in some sort of a well, to be pumped away. Dry sump designs are used in several motorcycle engines and maybe car ones as well, not only such things as the DB600 series. Wet sumps are much simpler and, in some small and lower-powered engines, are used without an oil pump; just with 'splash' lubrication with a so-called 'spoon' on the bottom of the crank-pin.
@@lukewiseman9946 all professional (race) engines use dry sump system to prevent that the crank hits the oil bath and splashes and encounters resistance due to oil, loose HP/power
You need a oil pump on any 4 stroke engine to lubricate the camshaft, cam followers and optional cam chain. unless it's a old stationary engine where you hand oil these parts.
although not all 4stroke engine have a oil filter or just some cheap metal mesh to pr vent big pieces ...
the oil in the upside down configuration of this engine might assist or give some extra level of compression or prevent lost of compression. but maybe they had some advance piston design like current F1 cars with minimal sleeve to assist to oil to flow away. the rocker covers in these video had hoses attached to them, indicating a "dry sump" oil pump.
I have always loved/been a big fan of the DB!!! Everything about it 👍
There is often actually something in German water, namely radon. Germany has very large uranium deposits (Germany was once the third largest uranium producer in the world) and the decay of uranium produces radon gas. In many regions, waterworks have to filter radon from the water. In some regions, cellars also need to be particularly ventilated because radon can get into the cellar through the floor slab. Radon is considered to be the cause of 5% of lung cancer cases in Germany, directly after smoking.
Loved the video .I really enjoyed it
Great Video, THX F.D. 👊 😎