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This article is talking about increasing the power of the FW-190s BMW 801 D engine.

Some interesting developments have occurred in the research of BMW801D series.

What I can definitely state is that NONE of the BMW801 series used Alkohol-Einspritzung operationally outside of limited testing. It was developed, tested, and perfectly feasible but was dumped for systems which produced better results without the weight penalty of Alkohol-Einspritzung.

In a meeting with BMW engineers that occurred in January of 1945 an order to immediately approve an expedient MW installation for the BMW801D series is issued. The engine is authorized for a manifold pressure of 1.8ata @ 2700U/min in the order.

In the meeting, Focke Wulf asks for clarification about which engines are authorized. The BMW801D2 production incorporated almost all of the developments in the BMW801F/E series but they wanted a serial numbered range to put out to the Geschwaders as to which motors to authorized.

The Chief Technical Officer of the Luftwaffe Office became involved and issued clarification that is recorded in his war diary. The BMW801 was tested in flight on an FW-190 at 1.8 ata. It passed endurance and operational trials. An order was scheduled to be issued in February 1945 authorizing all BMW801 series to use 1.8 ata as a straight manifold pressure increase. Technical clarification would be issued to the Geschwaders. This manifold pressure increase brought the motors output to 2400PS.

It specifically state MW is not to be used and this is a straight manifold pressure increase just like Erhöhte Notleisting for fighters.

C3-Einspritzung was not authorized for fighter aircraft. It is a separate system for ground attack variants.

The fighters were given a straight manifold pressure increase to 1.58ata/1.65ata in the 1st/2nd gear supercharger. It was authorized for ONE 10 minute use. It required a stronger fuel pump, E series piston/liners, and pressurized ignition system found on the fighter engines.

How did this occur? The development of C3 fuel was not static. The designation remain C3 but the knock limited performance of the fuel was consistently upgraded. By late 1943 it was equivalent to 100/140 grade on the allied rating scale.

The fighters could also use GM-1 which was tested and authorized. The use of GM-1 was not encouraged by the technical office because of increased risk of intake icing.