Which Fw-190A-8 was more common? (engine topic)

[1K3]

Which Fw-190A-8 was more common?

The one fitted with BMW 801D-2 or BMW 801Q?

[Kurfürst]

Practically the 801D engined one. I dont have rodeike handy, but iirc he states the only other engine fitted to the A8 was practically a 'bastard' 801D that though had other designation, only differed in being shipped as a complete powerplant or power-egg (T stands for 'Triebwerk', powerplant, ie. complete with oil tank etc., unlike bare engines - Motoren). IIRC that`s the 801TQ, a 801D with the accessories of a 801F, identical in output to the 801D, but I keep in mind I only rely on memory here, and the BMW T-series engines are quite easy to mix up.

Point it, it had only the original 801D and the 'bastard' quasi-801D.

[Crumpp]

The bastard-motor is the BMW801TU.

The BMW801D2Q is a regular BMW801D2 motor outfitted for a duel fuel feed device and was standard installation on the FW-190A8 from Jan '44.  It comes ready for installation of "Special Emergency Power for Fighters" and GM-1.  The GM-1 setup can also be used for MW-50 which was cleared for use in Jan 45.  The order cautions that no charge coolant level gauge is installed on the system and not to run the tank dry.

The BMW801TH (801F) was ordered to replace the BMW801D2Q beginning in May '44.  Factory Test trials were completed in November of 1943.

The BMW801TU (bastard) motor was cleared at the same time.

In July '44 the BMW801TS motor became available and was ordered into the replacement program.  It came standard installation on the Rustatz 11 and later Rusatz's 7 and 8 kits.

The installation of the BMW801TH redesignated the FW-190A8 to FW-190A9.

All other motor upgrades it remains an FW-190A8.

By October 1944 the majority of FW-190A's were flying TS/TU/TH motors with the TH being the most common.

BMW801TH:



BMW801D2:



BMW801TH installed on FW-190A5 test aircraft.  Notice the larger intakes:



This is why the intakes were larger on the FW-190A8 and the 14 bladed Lufterrad was required in the upgrade.   It was necessary to give the engine the airflow it required.



Hope this helps!

Crumpp

[Pongo]

What does he mean larger intakes
there are no intakes there on other 190s just bumps.  Arent those intakes for a special turbo or blower or somthing? They certainly where not on any A9 that I have seen but only on a very limited number of A5s.

[Crumpp]

What does he mean larger intakes

The intakes on the FW-190A are internal but can be easily seen in the FW-190A8 breakdown.  They were increased in size so the external intakes became unnecessary for the engine upgrades.

From the outside they do look like bumps.

The FW-190A5 test aircraft is mounting a 12 bladed Lufterrad and required modified intakes.

Come down to the museum and I will show them to you!

All the best,

Crumpp

[Naudet]

there are no intakes there on other 190s just bumps. Arent those intakes for a special turbo or blower or somthing?

The external intakes were an option to increase FTH. They were introduced in 1943 to frontline units when the 8 USAAF started there high alt bombing.

They were quickly interchangable with the internal ones, according to mission profile.

FTH was boosted by around 1km, with speed slighly suffering below FTH compared to the internal intakes (~12km/h).

[Pongo]

Really?
Thats cool. I never realized there were intakes within the cowl.

[Crumpp]

Thats cool. I never realized there were intakes within the cowl.

Yep, they marry up to those big oval butterfly valves on the back of the engine.

The lower portion of the cowling is also the workstand for the maintenance crew.  They can lower it and stand or sit comfortably while working on the motor.

All the best,

Crumpp