So our A8 is the basic fighter from March 44 with the puny 1700hp on boost. Remember the /R2 with MK108 is about 10mph slower from SL to Max Alt for the whole spectrum. Or how dog slow would the /R8 with 2-MK103 be where each gun was more than twice the weight of the MK108.
THE BMW 801 D, G AND Q.
Similar in general construction to the 801 A but operating on 96 Octane fuel. The 801 D was a bare engine, the 801 G was a power-plant for multi-engine installations, and the 801 Q was fitted with a bi-fuel system and provision for nitrous-oxide injection.
Compression Ratio: 7.22 : 1.
Supercharger Drive Ratios: 5.31 : 1 and 8.31 : 1.
Performance (801 D and G):
Take-off and emergency 1,700 h.p. at 2,700 r.p.m. at 1.42 ata. at sea level, 1,440 h.p. at 2,700 r.p.m. at 1.42 ata. at 18,700 ft,
Climbing 1,500 h.p. at 2,400 r.p.m. 1.32 ata. at sea level, 1,360 h.p. at 2.400 r.p.m. at 1.32 ata. at 17,000 ft.
Maximum cruising 1,300 h.p. at 2,300 r.p.m. at 1.2 ata. at sea level, 1,215 h.p. at 2,300 r.p.m. at 1.2 ata. at 18,000 ft.
Fuel consumption .54 lb./h.p./hr. maximum cruising, sea level.
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So regardless of the package designation like Power Egg or TU, TS and such. Utimatly this is what everyone wants which eventulay found it's way into A8's and was standard in the A9. BMW801 S. 2000hp on boost. Effectively it delivers OFF boost at SL what the 801D on boost does. And to get more confusing, the Focke-Wulf manual states "With the TS/TH engine installed, the Fw 190 A-8 is redesignated Fw 190 A-9." Power Egg module but, the engine in that power egg is now the 801 S.
Initially the Fw 190 A-8 was equipped with the BMW 801 D-2 engine with the 12 bladed cooling fan. In July 1944, the 801 D-2 was beginning to be replaced by the BMW 801 TU with a 14 bladed cooling fan, as an interim engine until the more powerful BMW 801 TS or TH engine could be built in quantity. All three engines had the 14 bladed cooling fan. With the TS or TH engine the Fw 190 A-8 airframe became an A-9. The standard A-8 was equipped with a 6.5 mm armored cowl ring. With the new BMW 801 TU, TS and TH engine, a new 10 mm cowl ring was required along with the 14 bladed cooling fan.
Fw 190 A-8 (3.44) Fw 190 A-8 (7.44) Fw 190 A9 (9.44)
Engine BMW 801 D-2 BMW 801 TU BMW 801 TS
Cooling fan 12 bladed 14 bladed 14 bladed
Armored cowl ring 6.5 mm 10 mm 10 mm
This kind of looks like spit9, spit8, spit16, spit12, spit14 and your choices of 3.44\A8, 7.44\A8, 9.44\A9 or 8.44\D9. And we don't even have the A2, A3 or A4 let alone A6 or A7.......whew numbers. I can see an argument to introduce the most powerful of the 801 radial engined versions since we do have the P47M\N and multiple P40, P38, spitfires and Mitsubishi.
Would this be the source of OP's Luft pilots memories of his time flying the A8 and it's performance? 7.44\A8?
THE BMW 801 E, F AND S.
Similar in general construction to the 801 D but fitted with different supercharger gear ratios.
Modifications to the 801 S consisted of an improved and simplified master-control, chrome cylinder liners, modified rocker housing cover, modified piston rings and altered magneto timing.
Supercharger Drive Ratios: 6 : 1 and 8.3 : 1.
Performance:
Take-off and emergency 2,000 h.p. at 2,700 r.p.m. at 1.56 ata. at sea level, 1,700 h.p. at 2,700 r.p.m. at 1.65 ata. at 18,700 ft.
Climbing 1,650 h.p. at 2,500 r.p.m. at 1.45 ata. at sea level, 1,500 h.p. at 2,500 r.p.m. at 1.45 ata. at 18,000 ft.
Maximum cruising 1,440 h.p. at 2,400 r.p.m. at 1.3 ata. at sea level, 1,340 h.p. at 2,400 r.p.m. at 1.3 ata. at 19,000 ft.
Fuel consumption .545 lb./h.p./hr. maximum cruising, sea level.
