Hubbry Logo
Junkers Jumo 213Junkers Jumo 213Main
Open search
Junkers Jumo 213
Community hub
Junkers Jumo 213
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Junkers Jumo 213
Junkers Jumo 213
Junkers Jumo 213
View on Wikipedia
from Wikipedia
Jumo 213
Junkers Jumo 213
TypePiston inverted V-12 aero-engine
ManufacturerJunkers
First run1940
Major applications
Number built9,000
Developed fromJumo 211

The Junkers Jumo 213 was a World War II-era V-12 liquid-cooled aircraft engine, a development of Junkers Motoren's earlier design, the Jumo 211. The design added two features, a pressurized cooling system that required considerably less cooling fluid which allowed the engine to be built smaller and lighter, and a number of improvements that allowed it to run at higher RPM. These changes boosted power by over 500 hp and made the 213 one of the most sought-after Axis engine designs in the late-war era.

Design and development

[edit]

When the Jumo 211 entered production in the late 1930s it used an unpressurized liquid cooling system based on an "open cycle". Water was pumped through the engine to keep it cool, but the system operated at atmospheric pressure, or only slightly higher. Since the boiling point of water decreases with altitude (pressure) this meant that the temperature of the cooling water had to be kept quite low to avoid boiling at high altitudes, which in turn meant that the water removed less heat from the engine before flowing into the radiator to cool it.

By contrast, the 1940 Daimler-Benz DB 601E used a pressurized coolant system that ran at the same pressure regardless of altitude, raising the boiling point to about 110 °C. This allowed it to use considerably less water for the same cooling effect, which remained the same at all altitudes. Although otherwise similar to the Jumo 211 in most respects, the 601 was smaller and lighter than the 211, and could be run at higher power settings at higher altitudes, making it popular in fighter designs. The 211 was relegated to "secondary" roles in bombers and transports.

The Junkers Motorenwerke firm was not happy with this state of affairs, and started its own efforts to produce a pressurized cooling system as early as 1938. Experiments on the 211 proved so successful that it became clear that not only could the engine be built smaller and lighter (by reducing the water requirement),[1] but could be run at higher power settings without overheating. Additional changes to strengthen the crankshaft and add a fully shrouded supercharger for increased boost resulted in the Jumo 211F model, which delivered 1,340 PS (1,322 hp, 986 kW) at 2,600 RPM, up from 1000 PS at 2,200 RPM in the first version 211A.

213A

[edit]
Jumo 213 fuel injector system components in the Technikmuseum Speyer

After redesigning the engine block to a smaller external size to suit the increased cooling power – while keeping the same 150 mm x 165 mm bore/stroke figures, maintaining the 35 litre displacement of the Jumo 211 series – and then further increasing boost settings on the supercharger, the resulting 213A model was able to deliver 1,750 PS (metric hp) at 3,250 RPM. This made it considerably more powerful than the corresponding DB 601E which provided 1,350 PS, and about the same power as the much larger DB 603 of 44.52 litre displacement. Junkers decided to go after the 603's market, and placed the 213's mounting points and fluid connections in the same locations as the 603, allowing it to be "dropped in" as a replacement, with the exception of the Jumo's standard starboard-side supercharger intake (Daimler-Benz inverted V12 engines always had the supercharger intakes on the port side).

The 213A (the main production series, with single-stage two-speed supercharging)[2] first ran in 1940, but experienced lengthy delays before finally being declared "production quality" in 1943. Production was extremely slow to ramp up, in order to avoid delays in the existing Jumo 211 production. By the time the engines were available in any sort of number in 1944, Allied bombing repeatedly destroyed the production lines. Production of the A model was limited to about 400–500 a month for most of 1944/45.

Advanced versions

[edit]

A range of advanced versions were also developed during the lengthy teething period. The 213B was designed to run on 100 octane "C3" fuel, allowing the boost pressure to be increased and the take-off power improved to 2,000 PS. The 213C was essentially an A model with re-arranged secondary equipment (supercharger, oil pump, etc.) to allow a Motorkanone cannon to fire through the propeller shaft. The 213D added a new three-speed supercharger for smoother power curves and improved altitude performance, but though flight test models were produced it did not enter production. [3]

Junkers Jumo 213E-1 at Flugmuseum Aviaticum in Wiener Neustadt, Austria

The next major production versions were the 213E and the similar 213F. These engines were equipped with a new three-speed, two-stage supercharger that dramatically improved altitude performance. The only difference between the two models was that the E included an intercooler[2] for additional high-altitude performance, while the F model lacked this and was optimized for slightly lower altitudes. The E and F models were in high demand for many late-war aircraft, including the Junkers Ju 188, Junkers Ju 388, the Langnasen-Dora models of the Focke-Wulf Fw 190D and the Focke-Wulf Ta 152H. All of these aircraft used annular radiators characteristic of the earlier Jumo 211 engine installations on twin-engined aircraft, often standardized as Kraftei (power-egg), completely unitized power plant "modules" for any twin or multi-engined aircraft, much as the Jumo 211 had evolved for earlier aircraft designs – but with the annular radiators noticeably reconfigured for better cooling of the more powerful Jumo 213 engine.

A further substantial upgrade was projected as the 213J, which replaced the earlier model's three valves with a new four-valve-per-cylinder design for increased volumetric efficiency. It was also to have had a two-stage three-speed supercharger, producing 2,350 hp (1,750 kW; 2,380 PS) at 3700 rpm for take-off. It would have weighed 1,055 kg (2,326 lb).[2] There was no time to work this change into the production line before the war ended. Other experimental models included the 213S for low-altitude use, and the turbocharged 213T.

Further development of the Jumo 213 was carried out at Arsenal de l'Aéronautique in France after the Second World War.

Variants

[edit]
A Jumo 213-powered Ju 188, with reconfigured annular radiators
213A
First version, 1,750 PS (2,100 PS with MW50 boost) take-off power, major production version.
213B
Project, a 213A with C3 fuel (100 octane) and up to 2,000 PS take-off power.
213C
As 213A but equipped for mounting of a cannon firing through the propeller axis (Motorkanone), limited production.
213D
213C with a new three-speed supercharger, did not enter production.
213E
High altitude version of 213A, equipped with a three-speed two-stage intercooled supercharger and delivering 1,750 PS take-off power (2,050 PS with MW 50 boost).[4]
213F
Similar to the 213E, but with the intercooler replaced by MW50 injection.[5]
213J
Project, redesigned with four valves per-cylinder and a two-stage three-speed supercharger, delivering 2,380 PS at takeoff.
J13T
Proposed turbocharged variant.
Arsenal 12H
Post-war development of the Junkers Jumo 213 which had been in production for the Germans at the Arsenal de l'Aéronautique factories.
Arsenal 12H-Tandem
2x 12H engines in tandem driving co-axial propellers.
Arsenal 12K
Further development of the 12H.
Arsenal 24H
A 24-cylinder H-24 engine utilizing 12H cylinder blocks, crankshafts and pistons mounted on a new crankcase driving a single propeller.[6] Rated at 3,600 hp (2,700 kW) take-off power and 3,000 hp (2,200 kW) at rated height.[7]
Arsenal 24H-Tandem
2x 24H engines in tandem driving co-axial propellers.[6] Example exhibited at 1946 Paris Air Show had take-off power of 7,200 hp (5,400 kW). Proposed for Sud-Est SE.1200 trans-Atlantic flying boat project, which would have used four 24H Tandem installations, each rated at 8,000 hp (6,000 kW).[8]
SFECMAS 12H
The Arsenal 12H after SFECMAS absorbed Arsenal.
SFECMAS 12K
The Arsenal 12K after SFECMAS absorbed Arsenal.

Applications

[edit]

Specifications (Jumo 213E)

[edit]

General characteristics

  • Type: 12-cylinder supercharged liquid-cooled inverted Vee piston aircraft engine
  • Bore: 150 mm (5.906 in)
  • Stroke: 165 mm (6.496 in)
  • Displacement: 35 L (2,135.2 in³)
  • Length: 2,266 mm (89.2 in)
  • Width: 777 mm (30.6 in)
  • Height: 980 mm (38.6 in)
  • Dry weight: 1040 kg (2,072 lb)

Components

Performance

  • Power output:
  • 1,750 PS (1,726 hp, 1,287 kW) at 3,250 rpm for takeoff; rated altitude 9,600 m (31,500 ft)
  • 2,050 PS (2,022 hp, 1,508 kW) for takeoff with MW50 injection
  • Specific power: 50 PS/L (0.81 hp/in³, 36.8 kW/L)
  • Compression ratio: 6.5:1 (B4 fuel, 87 octane)
  • Power-to-weight ratio: 1.37 kW/kg (0.83 hp/lb)

See also

[edit]

Comparable engines

Related lists

References

[edit]

Bibliography

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Junkers Jumo 213

View on Grokipedia
from Grokipedia
The Junkers Jumo 213 was a liquid-cooled, supercharged, inverted V-12 developed by Motorenwerke in during the late as a direct evolution of the earlier Jumo 211, featuring a pressurized cooling system and increased rotational speeds to meet the demands of high-altitude combat aircraft. With a displacement of 35 liters (2,136 cubic inches), a bore of 150 mm, and a stroke of 165 mm, the weighed approximately 940 kg and delivered up to 1,750 horsepower (1,300 kW) at 3,250 rpm in its baseline Jumo 213A variant, making it a cornerstone of late-war . Innovations such as direct , a three-valve , and compatibility with high-octane fuels or water-methanol (MW50) boost allowed for enhanced performance, with some variants achieving over 2,000 horsepower under optimal conditions. Development began around 1938, with the first prototypes running by 1940, though full-scale production was delayed until 1942 due to resource constraints and Allied bombing; ultimately, around 9,000 units were manufactured before Germany's surrender in 1945. Key variants included the 213E with a two-stage for superior high-altitude operation (producing 1,900 horsepower at 9,000 meters) and the projected 213J with four valves per cylinder for up to 2,400 horsepower, though the latter saw limited deployment. The Jumo 213 powered a range of prominent , including the and Ju 188 bombers, the high-altitude Ju 388 reconnaissance variant, the Focke-Wulf Fw 190D "Dora" fighter, and the interceptor, significantly extending the operational lifespan of these platforms against Allied air superiority. Post-war, licensed production continued in under the designation Arsenal 12H until the early 1950s, influencing subsequent European engine designs.

Design and Development

Origins from Jumo 211

The Junkers Motorenwerke's pre-World War II engine lineup featured the Jumo 211 as a cornerstone of its liquid-cooled inverted V-12 designs, serving as the direct predecessor to the Jumo 213. Introduced in the late 1930s, the Jumo 211 employed unpressurized liquid cooling and delivered 1,340 PS (approximately 1,320 hp) at 2,600 RPM, powering key aircraft such as the Ju 87 and Ju 88 bombers. In the late 1930s, following the introduction of the Jumo 211, initiated studies around to evolve the Jumo 211 into a more potent engine to address requirements for enhanced fighter performance against emerging Allied threats. The design prerequisites emphasized achieving over 1,750 PS—targeting an aspirational 1,850 PS—while operating at higher RPMs up to 3,250 to improve speed and climb rates. Initial conceptual shifts retained the inverted V-12 configuration for superior propeller clearance and maintained a 35-liter displacement, with early sketches documented between 1939 and 1940 under the oversight of the engineering team led by Dr. August Lichte. These foundational changes focused on integrating a larger single-stage and advanced systems to boost power output. Bench testing of early prototypes began in 1939-1940, demonstrated early gains, with units achieving approximately 1,500 PS by late 1939, laying the groundwork for further refinements including the introduction of pressurized cooling.

Pressurized Cooling Innovations

The Junkers Jumo 213 featured a sealed, closed-circuit cooling system pressurized to approximately 1.5 bar above , which elevated the of the glycol-water coolant mixture to around 120°C, preventing and during high-temperature operation. This innovation shifted from the open-cycle, unpressurized design of the predecessor Jumo 211, enabling higher engine operating temperatures for improved combustion efficiency and reduced coolant volume requirements. Key engineering advancements included a driven by the for robust circulation, integrated with a pressure-regulating to maintain consistent flow under varying loads, and heat exchangers constructed from lightweight aluminum alloys capable of withstanding the system's operational pressures of 1.5-2.0 bar. These components formed a dual-circuit setup, with the primary loop handling cooling and a secondary loop managing heat dissipation, optimizing thermal management without excessive complexity. The pressurized cooling directly contributed to gains, permitting reliable operation at 3,250 RPM for extended periods and minimizing aerodynamic drag by allowing smaller, more streamlined radiators compared to those on the Jumo 211. This resulted in improvements estimated at 15-20%, translating to higher power output per unit of fuel and better high-altitude capability in applications like the Fw 190D fighter. Development included wind tunnel testing and ground runs in the early that validated the reduced frontal area and drag benefits of the compact pressurized radiators, achieving around 1,600 PS output without thermal issues, paving the way for full integration in airframes by mid-1942.

Production Timeline and Challenges

The development of the Jumo 213 was authorized in as an evolution of the Jumo 211, with initial bench running achieved that year, though full certification faced delays due to testing failures and redesigns. Early flight tests occurred in prototypes starting in 1940-1941, with further evaluations in a airframe between March and September 1942, marking the engine's transition to practical evaluation. Serial production commenced in early at the primary facility in , with additional sites including , , and to distribute manufacturing efforts. Production ramped up steadily but remained limited initially to avoid disrupting output of the established Jumo 211; only 74 units were completed in 1942 and 477 in 1943. By 1944, monthly output peaked at 400 to 500 engines, supported by licensed manufacturing at facilities under oversight, such as the Klöckner plant in (later dispersed to due to raids). Overall, approximately 9,163 Jumo 213 engines were produced in by the end of the war in 1945, with Jumo 211 production ceasing in August 1944 to prioritize the newer model. To address power shortfalls during delays, water-methanol () injection was introduced on production variants like the 213A-1 in 1944, enabling temporary boosts to over 2,000 hp. Wartime challenges severely hampered Jumo 213 manufacturing, including repeated Allied bombing raids on factories, particularly the headquarters in 1944, which destroyed production lines and significantly curtailed output. Material shortages, such as for components, exacerbated reliability issues and slowed progress across German programs, though the Jumo 213's water-cooled exhaust valves mitigated some problems compared to rivals. The reliance on forced labor at facilities, including , further impacted and efficiency amid the broader strain on resources. In response to escalating threats, production was dispersed post-1943 to more secure locations, though advanced underground facilities like focused primarily on other projects such as jet engines.

Engine Variants

213A and Initial Production Models

The Jumo 213A was the baseline production variant of the Jumo 213 series, featuring a 12-cylinder inverted-V configuration with two valves per and direct port . It delivered 1,750 PS (1,726 hp) of takeoff power at 3,250 RPM, powered by a single-stage, two-speed optimized for medium-altitude performance. The engine weighed 940 kg dry and incorporated a pressurized liquid-cooling to maintain under conditions. Initial production models built on the 213A design included specialized adaptations for specific aircraft roles. The 213B variant incorporated methanol-water (MW50) injection, boosting output to 2,000 PS for short bursts, though it remained largely developmental due to fuel constraints. The 213C added a central mount for Motorkanone installations, enabling integration into like the Fw 190, with production commencing in late 1944. The 213D featured a two-stage tuned for enhanced low-altitude performance, but it did not enter serial production amid wartime priorities. These early models were compatible with standard 87-octane B4 , with optional C3 (100-octane) injection allowing bursts up to 2,050 PS when available. The 213A entered operational service in 1944, powering the Fw 190D-6 fighter as its first combat deployment, marking a shift toward liquid-cooled engines in late-war designs. Early batches suffered reliability issues, including failures that caused vibration and reduced output, often delivering 60-100 PS below rated levels. These problems were largely resolved by mid-1944 through modifications and improved assembly processes, enabling monthly production rates of 400-500 units by late 1944.

Advanced High-Performance Variants

The advanced high-performance variants of the Junkers Jumo 213 focused on enhancing supercharging and valvetrain systems to achieve superior altitude performance and power output during the later stages of World War II. The Jumo 213E incorporated a three-speed two-stage supercharger with intercooling, optimized for high-altitude operation at around 9,000 meters, where it delivered approximately 1,900 PS; the 213F variant used a similar supercharger but without intercooling for lower-altitude roles. These engines were designed for high-altitude interception roles, powering aircraft such as the Focke-Wulf Ta 152 fighter, and provided takeoff power of 1,750 PS, increasing to 2,050 PS with MW 50 water-methanol injection. The Jumo 213J represented a further , featuring a redesigned with four valves per cylinder to support higher speeds and improved efficiency. This configuration enabled a rated output of 2,380 PS at 3,700 RPM for takeoff, facilitated by a two-stage three-speed , while employing an under-square design with 5.90-inch (150 mm) bore diameters for better high-RPM durability. Despite promising bench test results, the 213J remained a project that never entered production, primarily due to the war's conclusion in and ongoing manufacturing complexities inherited from earlier variants. Experimental enhancements included the Jumo 213G, which integrated an advanced to manage intake air temperatures, achieving up to 2,100 PS in operational configurations. Late-war development in 1945 also tested exhaust-driven turbosuperchargers for altitude compensation, as seen in the proposed Jumo 213T variant, which maintained 1,600 PS at 38,000 feet. Bench tests conducted in 1944 demonstrated potential peaks of 2,600 PS using injection, but the increased mechanical complexity confined these features to prototypes without series production.

Post-War Adaptations

Following World War II, French engineers at the Arsenal de l'Aéronautique redeveloped the Junkers Jumo 213 technology, leveraging captured German designs and production facilities that had been used to manufacture the engine during the occupation. This effort focused on adapting the engine for peacetime applications, emphasizing reliability and integration with emerging technologies rather than wartime performance extremes. The Arsenal 12H emerged as a direct postwar variant of the Jumo 213E, retaining the liquid-cooled, inverted V-12 configuration while boosting output to approximately 2,300 horsepower through refined supercharging and fuel systems. The 12H powered experimental aircraft and test beds into the 1950s, including the Sud-Ouest SO.8000 Narval naval fighter prototype, which conducted its first flight in December 1949. This adaptation incorporated improvements such as enhanced cooling and compatibility with higher-octane fuels, prioritizing durability for non-combat roles over the high-altitude optimizations of the original German models. Production of the 12H continued from 1946 onward at the facilities, building on approximately 300 recovered German units to support French aviation recovery efforts. Building on the 12H, pursued larger derivatives to meet demands for more powerful engines in transports and multi-engine . The 24H was an experimental 24-cylinder H-block design, utilizing paired 12H cylinder blocks and crankshafts on a new to drive a single , achieving 4,000 horsepower at takeoff with water-methanol injection and up to 3,500 horsepower in standard configuration. Development began in 1945, with the first bench run in May 1946 and public exhibition by November 1946; at least three prototypes accumulated over 1,600 test hours. The 24H underwent in 1948 on a modified Sud-Est SE.161 four-engine transport, where it replaced two outboard engines to evaluate efficiency, though issues with thrust limited its potential. An even more ambitious tandem configuration, pairing two 24H units for and up to 7,200 horsepower, was proposed for large flying boats like the Sud-Est 1200 but never advanced beyond design studies. These efforts influenced early postwar European engine concepts by demonstrating scalable liquid-cooled designs, though the rapid rise of led to cancellation of the 24H program by 1950.

Applications

Fighter Installations

The Junkers Jumo 213 engine found its primary application in the Fw 190D series, commonly known as the "Dora," beginning in late 1944. The Fw 190D-9, powered by the Jumo 213A variant, marked a significant shift from the earlier radial-engined models by adopting an inline liquid-cooled powerplant, necessitating an elongated nose section to properly cowl the longer engine. This redesign improved and enabled a top speed of approximately 685 km/h (426 mph) at 6,500 m (21,300 ft), making it a formidable interceptor against Allied . The Ta 152 high-altitude interceptor represented another key fighter installation for the Jumo 213, specifically the 213E variant optimized with a two-stage for superior performance above 10,000 meters. Introduced operationally in early with units like III./JG 301, the Ta 152H-1 achieved a service ceiling of 14,800 meters and was deployed primarily against high-flying Allied bombers during the Luftwaffe's desperate defensive operations over until the war's end in May. The Jumo 213E delivered 1,880 hp at , supporting the aircraft's role in intercepting formations at extreme altitudes. Integration of the Jumo 213 required targeted adaptations to fighter airframes, including redesigned cooling ducts to accommodate annular radiators derived from earlier Jumo 211 installations but reconfigured for the 's higher output and heat dissipation. These radiators, such as the AJA 180 unit, were mounted forward of the to maintain streamlined airflow while providing effective liquid cooling. Propeller hubs were modified to drive constant-speed units like the three-bladed VDM VS 111, with a 3.5-meter that allowed variable pitch for optimal across operating regimes. Armament setups were also refined for savings; for instance, variants like the Fw 190D-13 omitted the cowl-mounted MG 131 machine guns, relying instead on a single through the propeller hub and two wing-root MG 151/20 cannons to enhance climb and agility without excessive mass. Overall, approximately 1,800 Fw 190D aircraft were produced with Jumo 213 installations, alongside 67 completed Ta 152s, forming a critical backbone of late-war fighter defenses despite production constraints and fuel shortages. These platforms emphasized speed and altitude advantages, contributing to engagements that delayed Allied advances in the final months of the conflict.

Bomber and Multi-Role Installations

The medium bomber and its high-altitude derivative, the Ju 388, featured twin installations of the Jumo 213A or 213E engines, providing enhanced performance for multi-role operations including bombing, , and anti-shipping strikes. These configurations allowed for cruise speeds around 400 km/h at operational altitudes, with the Ju 188A entering service in 1944 for pathfinder and duties in the European theater. The Jumo 213's liquid-cooled design necessitated specific adaptations to integrate with the airframe's existing structure, originally optimized for similar powerplants. Key adaptations for bomber and multi-role use included synchronized supercharger settings to ensure balanced thrust between the twin engines, extended-range fuel tanks integrated with the Jumo 213's fuel injection systems for prolonged missions, and provisions for defensive armament such as dorsal and ventral turrets mounting 13 mm or 20 mm guns. In the Ju 388L reconnaissance variant, the Jumo 213E enabled high-altitude operations up to 12,500 m, supporting night reconnaissance roles with radar and camera equipment. Approximately 1,100 Ju 188 aircraft were produced overall, with many powered by the Jumo 213 series, while Ju 388 production totaled approximately 100 units, though only a limited number incorporated the Jumo 213 due to engine allocation priorities. Operationally, these aircraft proved effective in 1944-1945 for anti-shipping patrols and pathfinder missions guiding night formations, but their deployment was curtailed by escalating fuel shortages and superiority in late 1945. The Ju 388's streamlined design and Jumo 213 power allowed for endurance flights exceeding 2,000 km, contributing to reconnaissance efforts until production halted amid resource constraints. A unique adaptation in select Ju 188 configurations supported a forward-firing 20 mm in the nose turret, enhancing ground attack capabilities for low-level strikes.

Technical Specifications

General Characteristics

The Junkers Jumo 213 is a 60-degree inverted V-12, four-stroke, liquid-cooled piston engine developed for high-performance aircraft applications during World War II. As the baseline 213A model, it incorporates direct fuel injection for efficient fuel delivery and compatibility with aviation fuels ranging from 87 to 100 octane, enabling reliable operation under varying conditions. The engine employs a single-stage, two-speed centrifugal supercharger to boost performance at altitude. Key physical specifications for the 213A are summarized below:
CharacteristicValue
Bore150 mm
165 mm
Displacement34.97 L (35 L approximate)
2,266 mm
Width810 mm
Height1,049 mm
Dry weight920 kg
Weight with fluids1,020 kg
These dimensions and weights reflect the compact design optimized for fighter and installations, with the 213E variant exhibiting a weight increase of approximately 20 kg due to its advanced two-stage .

Component Features

The of the Junkers Jumo 213 featured three valves per —two and one exhaust—actuated by a single overhead per to optimize and in its inverted V-12 configuration. The incorporated counterweights and were driven from the via a vertical shaft drive, with ball bearings supporting the seven main journals for reduced friction and enhanced durability under high-revolution operation. The engine employed a pressurized glycol cooling system operating at a maximum coolant temperature of 120°C, which minimized fluid volume requirements and contributed to a more compact design compared to earlier unpressurized setups. This dual-circuit system had an approximate capacity of 115 liters in typical installations, with radiators often integrated into annular nose ducts or wing leading-edge panels to facilitate efficient dissipation during flight. The for the 213A was a single-stage, two-speed centrifugal type; advanced variants like the 213E used a two-stage, three-speed mechanism that drew cooled air through this system to maintain optimal intake s. Ignition was provided by dual magnetos, ensuring redundant spark generation for reliable starting and operation across varying altitudes and conditions, a standard feature in Junkers liquid-cooled engines of the era. Key accessories included a hydraulic governor that automatically regulated engine speed and boost pressure via a system, alongside an optional MW50 tank for water-methanol injection, which temporarily boosted output to 2,050 PS by enhancing charge cooling and for short durations up to 10 minutes. Construction utilized an aluminum alloy for the cylinder block and heads to achieve a lightweight yet rigid structure, while the was forged from high-strength steel to withstand the stresses of supercharged operation at up to 3,250 rpm. High-wear components, such as guides and rings, incorporated to minimize and extend in the demanding environment of sustained high-power output.

Performance Data

The Junkers Jumo 213E, a key wartime optimized for high-altitude operations, generated 1,750 PS (1,287 kW) at takeoff under sea-level conditions and a maximum continuous speed of 3,250 RPM. With MW50 water-methanol injection for short-duration boosts, output rose to 2,050 PS (1,508 kW) at the same RPM, providing critical power for maneuvers. At an altitude of approximately 6,000 m, the engine achieved 1,850 PS in rated configuration, reflecting the effectiveness of its two-stage system. The supercharger's three-speed mechanism included a low-gear ratio of 1:6.5 for sea-level and medium-altitude performance, transitioning to a high-gear of 1:9.5 for optimal output above 6,000 m, enabling smooth power delivery across operational envelopes. Efficiency was characterized by a specific fuel consumption of 330 g/kWh during cruise settings, supporting extended mission profiles in like the Fw 190D. The stood at 1.37 kW/kg, contributing to agile fighter dynamics.
ParameterValue
Takeoff Power ()1,750 PS at 3,250 RPM
Boosted Power (with MW50)2,050 PS at 3,250 RPM
Rated Power at 6,000 m1,850 PS
Specific Fuel Consumption (cruise)330 g/kWh
1.37 kW/kg
Test data from qualification runs demonstrated peak curves centered at 7,000 m, where engagement maximized manifold pressure without excessive stress. testing confirmed a (TBO) of approximately 50 hours under wartime conditions, balancing reliability with production demands. This profile briefly enabled installations in fighters like the Fw 190D to attain speeds exceeding 700 km/h at altitude.

References

  1. https://powerplants.warbirdsresourcegroup.org/german_junkers_jumo_213.html
  2. https://www.enginehistory.org/Piston/Junkers/Jumo213/Jumo213.shtml
  3. https://airandspace.si.edu/collection-objects/junkers-jumo-213-inverted-v-12-engine/nasm_A19670118000
  4. https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/195796/junkers-jumo-211d/
  5. https://en.topwar.ru/35771-germanskiy-aviacionnyy-dvigatel-jumo-213.html
  6. https://graphsearch.epfl.ch/concept/1629844
  7. https://shared.fastly.steamstatic.com/store_item_assets/steam/apps/250990/manuals/DCS_Fw_190_D-9_Flight_Manual_EN.pdf?t=1727213040
  8. http://hugojunkers.bplaced.net/junkers-jumo-213.html
  9. https://airandspace.si.edu/stories/editorial/wonder-weapons-and-slave-labor
  10. https://scispace.com/pdf/engines-of-desperation-jet-engines-production-and-new-1onuxojn2e.pdf
  11. https://www.wwiiaircraftperformance.org/fw190/fw190d9test.html
  12. https://aeroenginesaz.com/en/brand_junkers
  13. https://oldmachinepress.com/2016/02/25/arsenal-24h-and-24h-tandem/
  14. https://oldmachinepress.com/2014/01/25/sud-ouest-sncaso-so-8000-narval/
  15. https://aeroenginesaz.com/en/brand_arsenal
  16. https://il2sturmovik.com/museum/fighters/fw-190-d-9/
  17. https://www.historyofwar.org/articles/weapons_focke-wulf_Ta_152H.html
  18. https://airandspace.si.edu/collection-objects/focke-wulf-fw-190-d-9/nasm_A19600319000
  19. https://airandspace.si.edu/collection-objects/focke-wulf-ta-152-h-0r11/nasm_A19600317000
  20. https://www.ww2-weapons.com/junkers-ju-188-ju-288-ju-388-ju-488/
  21. https://www.ju388.de/Versions.html
  22. https://airpages.ru/eng/lw/ju388.shtml
  23. https://airandspace.si.edu/collection-objects/junkers-jumo-213a-1-inverted-v-12-engine/nasm_A19670109000
  24. https://shared.fastly.steamstatic.com/store_item_assets/steam/apps/250990/manuals/DCS_Fw_190_D-9_Flight_Manual_EN.pdf
  25. https://www.enginehistory.org/Piston/Junkers/Jumo222/Jumo222.shtml
  26. https://www.warbirdsresourcegroup.org/LRG/jumo213.html
Add your contribution
Related Hubs
User Avatar
No comments yet.