Daimler Benz Db- 608 and Db-607

[Johnbr]

DB 608


Work on this engine were launched in 1938. DB-608 is a further development of the engine DB-601. When the working volume of 36.6 liters the engine developed takeoff power 1210 kW (1650 hp.) At 2800 rev / min. The estimated altitude is equal to 5200 meters. Dry weight was 745 pounds. Engine DB-601 E with a working volume of 33.9 liters at 2700 rev / min developed 990 kW (1350 hp.). Both engines were similar in design 12-cylinder V-engine with water-cooled cylinder heads hanging down. The main difference by developed capacity is the size of the cylinder-piston group. In DB-608 was equal to the diameter of the cylinders 154 mm, 164 mm stroke. The compression ratio was the same as above. At DB-601 was equal to the cylinder diameter of 150 mm and a stroke of 160 mm. DB-608 was successfully tested, but from its production were forced to abandon in favor of DB-601H under the more preferred high-altitude performance. In addition to the replacement of the production of one engine to another invariably would lead to a decrease in production volumes. But not enough to produce the country's aircraft engines and so much hampered the pace of development of the Luftwaffe. It is possible that the creators of the engines of DB-601 was already concluded that the diameter of the cylinder can be increased, and so a few millimeters without significant changes to the entire structure. That a little later and was carried out and thus was obtained DB-605 engine with a displacement of 35.7 liters.

Db-607
DE-607 Diesel was similar in design and size to "603" to 1750 hp. It was abandoned and not enter production

 

[Ray]

A question for the group: What was the thinking behind the inverted V configuration of German engines? Was there a perceived advantage?

 

[Anderman]

A question for the group: What was the thinking behind the inverted V configuration of German engines? Was there a perceived advantage?

IIRC the reason was that with an iverted V configuration the center of mass is lower and with the higher location of the crankshaft the undercarriage can be shorter assuming the same diameter for the propeller.

 

[Wurger]

Not exclusive of the germans, even the RR Merlin was considered with this layout. The US aircraft engines from the continental (12 cylinders) and Chrysler (16 cylinders) stable were inverted V`s. I remember something about the better lubrication of the inverted engines...I`d better check this in a couple of days from now on.

 

[klaud3]

Also a better visibility for the pilot in single engine planes. In upright Vs the reduction gears moved the prop axis up, and cylinder banks also somehow obstructed the view (think Dewoitine 500 cowling, not Spitfire)

 

[pog5757]

The DB inverted engines, with a reduction box, never made much sense to me. DIRECT drive inverted is quite sensible in that it moves the prop higher.

Plus, you get all the downsides of a radial--oil in the cylinders--and none of the upsides, like compactness.

YMMV.

 

[Nicknick]

I guess it offered a smaller frontal area of the fuselage, planes tend to be wider where the wings (low wing fighter planes) are monted an smaller towards the top. Despite that, the view was improved and the accesebility to the cylinderheads was better.