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| The Jumo 213 engine Resulting from Jumo 211 (Jumo for Junkers motor), an engine intended for the bombers, Jumo 213 was produced with a little more than 9000 specimens the semione at the end of the war. The development and the tests were carried out very quickly, and, the RLM launched the production whereas the first engines tested on bench had hardly 500 operating hours! Representing the result of a line of engines, Jumo 213 knew only few produced versions. The jumo 21Á are equipped with series of a centrifugal compressor with 1 stage and two modes, the versions E and F have a compressor on two floors and three identical operations. The optimal output of the compressor of 21É Jumo and F intended for the hunters of high altitude was reached with 9600 meters of altitude. For version A, the best output of the compressor was obtained with 6000 meters of altitude.  By preoccupations with a saving in gasoline on version A, the compressor engaged automatically only between 2700 and 3000 meters of altitude; an interlocking "with the request" was nevertheless possible by the pilot with lower altitudes. Jumo 213 had 35 liters of cubic capacity, 12 cylinders out of V reversed. The cylinders have a boring of 150 mm and a race of 165 mm and cooling was obtained by liquid (50% water/50% glycol, T°max. of operation 120°C).The Jumo 213A engine  Jumo21Á-1 were the first engines with being gone up on Fw190d-9. The engines of series had a rather low specific consumption ranging between 258 and 274 g/kW/h (190 to 202 g/CV/h), it ran on the standard gasoline B4 (87 of octane). They could indifferently be equipped with the existing devices of overpower, either the MW50 (injection eau/méthanol), or the GM1 (nitric oxide injection). The MW50 allowed by cooling the cylinders to increase the pressure of admission of 0,28 bar but its use was limited to 5 minutes uninterrupted, the reserve of 115 liters located behind the pilot allowed 40 minutes a total use.The maximum power of the jumo 21Á-1 on takeoff was 1750 CV and could go up at 1900 CV with the engaged compressor. The simultaneous use of the MW50 made it possible to push its power with 2100 CV. The GM1 was used only beyond one certain altitude (if you have others infos they are the welcomes). Jumo 213 all were delivered to the units complete, were regulated and ready to go up on plane with the shieldings, the radiators and their shutters, the air intakes of cooling of the weapons of cap, the heating of the cockpit, indicators driving etc in accordance with the directives of the RLM. Ainsi delivered, Jumo21Á-1 with its propeller of the type VS111 weight 1350 kg. The Jumo 213B engine This version of Jumo213, did not equip the FW190. Jumo 213B was modified to function with C3 gasoline to 95 of octane number. That made it possible to obtain 2000CV of the engine on takeoff without using the compressor. This version remained a prototype and was never produced in series. The Jumo 213C engine This version is a version A with the accessories of the circuit of adjustment of modified leads (C-0), moreover the axis of propeller and the stages of the crankshaft which was hollow to allow the installation of a gun of 30mm through (C-1). A small series of C-1 seems to be produced in September 1944. The Jumo 213E engine  the first models of the version E are the models E-0 then EB. both take again the modifications of the version B to function with C3 gasoline and were equipped with a centrifugal compressor with 2 stages and 3 operations. That made it possible to obtain 1870 CV for the E-0 version, then 2000 CV with version EB, moreover the axis of propeller and the stages of the crankshaft were hollow with a tube as for the C-1 version to allow the installation of an axial gun. The difficulties of supply increasing gasoline aviation with high octane number pushed engineers de Jumo to give up the 2 projects and to develop functioning the E-1 version with the B4 gasoline. Jumo21É-1 developed 1750 CV with takeoff, was equipped with the centrifugal compressor with 2 stages and 3 operations of Jumo21ÉB and a radiator of improved cooling. It could be equipped with series of the device MW50 which increased the power of approximately 300CV or of the device GM1 which made it possible to increase the power until 400CV approximately. The GM1 installed on Jumo21É-1 had 3 rates/rhythms of operation according to altitude, 60, 100 or 150g/seconde, are use was uninterrupted it also limited, the nitric oxide injected strongly increasing the temperature of cylinders. The GM1 was also assembled in the various versions of Ta152. The Jumo 213F engine  From the very start of the production of the version E appeared the version F Its performances were improved compared to the version E in particular thanks to broader valves and better cooled, the engine with also reduced for stage with the lack of raw material. Intended for the versions of hunters of very high altitude, it is him also equipped with the MW50 or the GM1 in series. The version F would have developed 2050CV with takeoff. It seems that some engines of this type was equipped simultaneously with the MW50 and the GM1 on prototypes of Ta152, but I did not find information technical precise or reliable to confirm. The Jumo 213J, T & S engines About the last months of the war a version "J" was born, it is a F with 4 valves by cylinders, this model did not exceed the test bench. I do not have other information concerning this version which would have to develop 2240CV with takeoff. The version T studied simultaneously would have been an E equipped with a turbocompressor, not of other information in connection with this model. Another model remained him with the state of project is the version S which would have had to develop 2400CV with takeoff. Board engine specification from mass-production of Jumo213 engine :
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