36:
497:-alloy metal for its crankcase. Back at the original 3,200 rpm, the Jumo 222 C/D models could deliver just under 2,200 kW (3,000 hp) when they started running in the summer of 1942. However, the problems were not cured, and only a handful were built. The RLM had been waiting for three years at this point, and eventually gave up and had all designs based on it look for alternate engines. Later that year, they gave up on that as well, and cancelled the entire Bomber B program outright.
333:, the 222 was a huge leap in performance. It had only slightly larger displacement than the 801's 41.8 L (2,550.8 in³), and about 25% more than the 605's 35.7 L (2,178.5 in³), but delivered considerably more power, 1,850 kW (2,480 hp) compared to 1,193 kW (1,600 hp) in the 801 and 1,119 kW (1,501 hp) in the 605. That represents 40 kW/L for the 222, while only 29 kW/L for the 801, and 31 kW/L for the 605. The
342:
501:
463:
102:
698:
419:
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373:'s mounted to a single reduction gear case on their front ends, that delivered 1,790 kW (2,400 hp) with a weight of 1,515 kg (3,340 lb), and was 2.1 m × 1.6 m × 1.1 m (83 in × 63 in × 43 in)ft) in size. Their troubled use and deficient installation design in the
264:
Looking at a complete Jumo 222 from a "nose-on" view, the half-dozen cylinder banks were arranged at 60° equal angles from each other, such that neighbouring banks had their exhaust ports (at the "60°, 180° & 300°" spaces) and intake ports (at the "0°, 120° & 240°" spaces) facing each other,
538:
The Jumo 222 was a massive and very costly failure. 289 examples of the Jumo 222's were built in total, none of which saw active service. It also served to seriously hamper
Luftwaffe piston-engined designs from 1940 to 1942, while many personnel within the Luftwaffe's government-operated technology
337:
was 1.7 kW/kg (1.04 hp/lb) for the 222, whereas the 605 delivered 1.4 kW/kg (0.88 hp/lb), and the 801 1 kW/kg (0.60 hp/lb). The 222 also had similar exterior dimensions as these smaller engines, 1.16 m (3.8 ft) across compared to 1.27 m (4.2 ft) for
550:
installations) and German military aviation corporate engineering departments waited for the Jumo 222 to finally start working. Meanwhile, all calls for four-engine adaptations in place of twin-engine Jumo 222 powered designs were rejected because it was felt it would place too much strain on the
520:-series. Although sea-level performance was unchanged, the engine was able to produce 1,439 kW (1,930 hp) at 9,000 m (30,000 ft). By this point it appeared that the problems were finally being worked out, but bombing of the Junkers Motorenwerke's headquarters factories in
458:
ran at a slightly slower rpm but had slightly larger cylinders of 140 mm/5.5 in bore (49.88 litres, 3043.86 in³) for the same net performance, while the A-3 and B-3 used a different supercharger for better performance at higher altitudes. One A-3 and B-3 powerplant each
321:
fuels available in
Germany, but by increasing the speed of the engine to 3,200 rpm, the 222 delivered 1,850 kW (2,480 hp) at takeoff. The only disappointing feature was the simple, single-stage two-speed supercharger, but even with this limitation, the engine still generated
591:
The direction of rotation of the propeller shaft was indicated by the letter - A, C and E turned to the left while B, D and F turned to the right. The crankshaft, however, always ran uniformly to the right; the propeller running direction was varied only by different gears.
277:
The four-cylinder-long multibank design resulted in a shorter engine than the Jumo 211, by roughly 80 cm/31.5 in, but larger cross-section nacelle design. Like the Ju 88, it could use an annular radiator to cool the 222's cylinders and motor oil. The
985:
At the recent international meeting at Zürich, several of the successful German machines were fitted with the new
Junkers 210 petrol engine...Three valves per cylinder are provided, two inlets and one exhaust, operated by push rods and rockers from a single
269:
and resulting in only three sets of exhaust headers. The trio of exhaust header sets would have been most likely present at the bottom of an engine nacelle, and on the upper quarters to either side (appearing like the exhausts for many Allied "upright"
563:
Jumo 222 A / B-1: first version bore x stroke (135 × 135) = 46,380 cm³, 1,470 kW (1,970 hp) at 3200 min -1, single-stage two-speed centrifugal supercharger, "service-test" A-0/B-0 series, flight
574:
Jumo 222C / D: further enlarged variant bore x stroke (145 × 140) = 55,480 cm³, 3000 hp at 3200 min -1, full pressure altitude: 10.000 m, by designed V-series experimental models in the assembly
567:
Jumo 222 A / B-2: enlarged variant larger valve cross sections bore x stroke(140 × 135) = 49880 cm³, 2500 hp at 2900 min -1, single-stage two-speed centrifugal supercharger, zero series, flight
450:
on twin-engine designs. However, continued testing went poorly, and
Junkers eventually decided it was best to stop development of these "Series I" engines and move onto a modified "Series II". The new
301:. With a bore and stroke of 135 mm (5.3 in), the original Jumo 222A/B engine design had a displacement of 46.4 L (2,831.5 in³), in the same general displacement class as the
357:. However, work didn't start until 1939, and while promising, it weighed 1,530 kg (3,370 lb) and was only first run in 1943. BMW also tried putting two 801 radials together in the
322:
1,641 kW (2,201 hp) at 5,000 m (16,000 ft). The dry weight was 1,088 kg (2,399 lb), only some 17 kg (37 lb) heavier than the air-cooled Double Wasp.
595:
Since the
Junkers Jumo 222 has six cylinder banks, it is one of the so-called Hexagon engines. Other examples of hexagon engines are rare - for example, the 24-cylinder water-cooled
587:
Jumo 222 G / 225:, projected, lengthened version with 6 × 6 = 36 cylinder bore x stroke (135 × 135) = 69570 cm³, 3500 hp at 3000 min -1, and speed charging increasable
551:
German engine industry. In the end there was nothing to show for it, and late in the war the
Luftwaffe was flying barely updated versions of their original pre-war designs.
577:
Jumo 222 E / F:, like A / B-3, with two-stage two-speed centrifugal supercharger and trio of aftercoolers, full pressure altitude: 9400 m, pilot series, flight-tested
222:
phase, but the design nevertheless continued appearing on proposals for new
Luftwaffe multi-engined designs long after most had given up hope it would ever work.
937:
214:
The design failed to mature even after years of intensive development and several major design changes. The Bomber B program failed along with it, leaving the
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1234:
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Junkers still did not give up. Using the original 46.4 litre displacement A/B design, they added a new two-stage supercharger including a trio of
1214:
470:
for flight tests. Both "uprated" models of the Jumo 222A/B versions continued to prove unreliable, and were fitted only experimentally.
490:
218:
with hopelessly outdated designs during the second half of the war. Fewer than three hundred 222s were built. They never left the
571:
Jumo 222 A / B-3: as A / B-2, but improved centrifugal supercharger, full pressure altitude: 6000 m, pilot series, flight-tested
1368:
1166:
1141:
968:
411:
program on pairs of these engines, which would deliver a bomber with the warload of the He 177 and even better speed than the
1082:
289:-cooled exhaust valve — a triple-valve configuration inherited from the first Jumo-series inverted V12 aviation engine, the
473:
By late 1941, Junkers decided the best course of action was to make more radical changes to the design, and introduced the
407:, of similar weight and displacement to the 222A but with somewhat lower specific power output. The RLM based their entire
305:
American eighteen cylinder air-cooled radial of 1937–1940 origin. The 222A/B model was forced to run at a fairly low 6.5:1
211:
bombers with a new twin-engine design that was larger, faster and more heavily armed than any aircraft in their inventory.
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57:
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Such was the projected performance of the engine compared to contemporary designs that many developments of wartime
50:
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inverted-V12 from their firm. Such comparatively low compression ratios were the best possible ones given the low-
851:
1373:
310:
794:
349:
The comparison was even more favourable against other high-power engines under development. One such was the
485:
increased a second time, to 55.5 L (3,386.8 in³), just very slightly larger than the contemporary
1146:
880:
481:
models. With a new bore and stroke of 145 mm × 140 mm (5.7 in × 5.5 in), the
245:
due to the arrangement — this was evident from a cross-sectional drawing of the original version, using a
447:
427:
253:
end casting, as with a single-row radial. But the internal workings were designed to operate more like a
638:
524:
made production almost impossible. A final attempt for even higher altitude performance resulted in the
434:
The first prototype engine ran on 24 April 1939, and was later air-tested on the nose-engine mount of a
302:
294:
282:
intended to hide the radiators behind hollow ducted spinners with each of its four-blade propellers.
932:
885:
389:
231:
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piston-engined aircraft designs were based on it, at least as an option. These included the entire
44:
17:
258:
584:
and intercooling, full pressure altitude: 12,300 m, 2400 hp at 3200 min -1, only test bench
61:
399:
was excited by the possibilities of the much more compact Jumo 222's design features, and the
1075:
The Race for Hitler's X-Planes: Britain's 1945 Mission to
Capture Secret Luftwaffe Technology
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860:
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the 801, and 2.4 m (7.9 ft) long compared to 2.3 m (7.5 ft) for the 605.
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512:, one per pair of neighboring cylinder banks for high-altitude use, producing the
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729:
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18-cyclinder radial, an enlarged version of their highly successful 14-cyclinder
181:
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Design work on the Jumo 222 started in 1937. The engine was configured with six
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446:, which differed only in the direction that they spun, intended to be used for
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American 18-cylinder air-cooled radial engine, which at the time was having
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1094:
World
Encyclopedia of Aero Engines: From the Pioneers to the Present Day
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6-bank, 24-cylinder supercharged liquid-cooled in-line aircraft engine
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238:
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208:
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Chieftain. Analogously, there were also octagon engines such as the
461:
were allegedly fitted to the ninth
Junkers Ju 288 prototype airframe
274:
aviation engines) for the shortest possible exhaust outlet routing.
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400:
271:
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with five additional connecting rods pivoted from the master rod's
204:
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left-hand (portside wing) and right-hand (starboard wing) engines
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prototype powered by Jumo 222 engines, with ducted spinners and
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101:
957:
Comparison of Ju 88A and Ju 288 with Jumo 211 and 222 engines
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Fw P.195 (six/eight Jumo 222s, very large transport aircraft)
559:
None of the JuMo 222 variants achieved operational service.
381:
aircraft to see production and front-line service, prompted
241:, each bank having four cylinders. The engine looked like a
826:
1,838 kW (2,465 hp) at 3,200 rpm for takeoff
1142:
EngineHistory.org's British wartime report on the Jumo 222
670:
Prototype proposals designed to use Jumo 222 engine power:
418:
361:, which was not successful. Then there was the cumbersome
1025:"The Hugo Junkers Homepage - Junkers Engines - Jumo 222"
616:
Aircraft designs intended to be powered by the Jumo 222:
535:, built only to the extent of a few testbed prototypes.
345:
A DB 610 "power system" for comparison with the Jumo 222
938:
List of aircraft engines of Germany during World War II
388:
to derisively label them in the late summer of 1942 as
257:
with each adjacent pair of cylinder banks, each with a
975:. Flightglobal Archive. September 9, 1937. p. 265
265:
resulting in simpler "plumbing" from the rear-mounted
624:(when no jet engine replaced the rear piston engine)
1002:. Shrewsbury, UK: Airlife Publishing. p. 52.
701:Front view of a Jumo 222, with aftercoolers fitted
493:ironed out, partially from the use of combustible
369:powerplant developed in Germany, consisted of two
1181:
285:Each cylinder had two intake valves and a single
1355:
438:. Production called for two primary models, the
692:
261:, and it was liquid-cooled like most inlines.
207:program, which looked to replace all existing
177:was a German high-power multiple-bank in-line
109:Preserved Jumo 222E, with aftercoolers fitted
1167:
997:
1147:CAD-based animation of Jumo 222's valvetrain
1072:
1174:
1160:
998:Griehl, Manfred; Dressel, Joachim (1998).
707:
1056:Major Piston Aero Engines of World War II
225:
80:Learn how and when to remove this message
1113:Junkers Aircraft & Engines 1913–1945
696:
499:
417:
340:
43:This article includes a list of general
1091:
1053:
14:
1356:
1058:. Shrewsbury, UK: Airlife Publishing.
1155:
1115:. London: Putnam Aeronautical Books.
856:0.29 kg/(kW·h) (0.477 lb/(hp·h))
1096:(5th ed.). Stroud, UK: Sutton.
969:"Flight Magazine, September 9, 1937"
829:1,397 kW (1,873 hp) cruise
743:46.38 L (2,830 cu in)
647:-related alternative to fitting six
580:Jumo 222 turbo:, like A / B-3, with
29:
1110:
1022:
188:, designed under the management of
24:
784:-cooled exhaust valve per cylinder
237:spaced at equal angles around the
49:it lacks sufficient corresponding
25:
1385:
1346:(Junkers design built by Heinkel)
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100:
34:
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610:
599:and the 12-cylinder air-cooled
325:Compared with the contemporary
313:as used by the volume-produced
1016:
991:
961:
950:
814:
13:
1:
1369:1930s aircraft piston engines
1077:. Stroud, UK: History Press.
943:
795:centrifugal type supercharger
768:
764:1,088 kg (2,399 lb)
27:German piston aircraft engine
881:Armstrong Siddeley Deerhound
865:1.69 kW/kg (1.03 hp/lb)
838:39.5 kW/L (0.87 hp/in³)
693:Specifications (Jumo 222A/B)
491:its own significant problems
415:, a truly universal design.
7:
1031:. The Hugo Junkers Homepage
1029:www.hugojunkers.bplaced.net
869:
607:with eight cylinder banks.
554:
428:counter-rotating propellers
403:configuration, 24 cylinder
10:
1390:
1137:Junkers Engines - Jumo 222
1073:Christopher, John (2013).
1000:Heinkel He 177 – 277 – 274
780:Two intake valves and one
755:1,160 mm (46 in)
749:2,400 mm (94 in)
655:development proposal only)
539:development offices (like
1340:
1324:
1303:
1192:
852:Specific fuel consumption
734:135 mm (5.3 in)
725:135 mm (5.3 in)
390:"welded-together engines"
297:between the intakes, and
108:
99:
94:
1364:Junkers aircraft engines
1054:Bingham, Victor (1998).
933:List of aircraft engines
886:Armstrong Siddeley Hyena
504:Jumo 222 E built in 1944
793:Single-stage two-speed
708:General characteristics
64:more precise citations.
1092:Gunston, Bill (2006).
702:
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226:Design and development
117:Multiple bank in-line
1374:Inline radial engines
921:Wright R-2160 Tornado
861:Power-to-weight ratio
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487:Wright Duplex Cyclone
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344:
335:power-to-weight ratio
247:master connecting rod
1111:Kay, Antony (2004).
546:'s chain of several
194:Junkers Motorenwerke
896:Daimler-Benz DB 604
483:engine displacement
331:Daimler-Benz DB 605
875:Comparable engines
703:
506:
466:2014-04-13 at the
432:
347:
293:— a high-pressure
190:Ferdinand Brandner
147:Major applications
1351:
1350:
1084:978-0-7524-6457-2
843:Compression ratio
628:Focke-Wulf Fw 300
377:, Germany's only
365:, the first-ever
307:compression ratio
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156:Focke-Wulf Fw 191
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657:
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644:Amerikabomber
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605:Bristol Hydra
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367:"high-output"
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1284:
1183:Junkers Jumo
1112:
1093:
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1055:
1048:Bibliography
1033:. Retrieved
1028:
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977:. Retrieved
972:
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916:Napier Sabre
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739:Displacement
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641:(as a later
611:Applications
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582:turbocharger
558:
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526:turbocharged
517:
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510:aftercoolers
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348:
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163:Number built
76:
67:
48:
1035:27 December
815:Performance
682:competitor)
676:Arado E.340
303:Double Wasp
122:aero-engine
62:introducing
1358:Categories
944:References
776:Valvetrain
769:Components
760:Dry weight
686:Focke-Wulf
635:B & -C
138:First run
45:references
1342:See also
1325:Turboprop
986:camshaft.
979:March 15,
753:Diameter:
651:radials,
495:magnesium
315:Jumo 211C
239:crankcase
220:prototype
216:Luftwaffe
209:Luftwaffe
201:Luftwaffe
95:Jumo 222
70:July 2011
1304:Turbojet
870:See also
680:Bomber B
555:Variants
464:Archived
409:Bomber B
401:X engine
255:V engine
251:crankpin
205:Bomber B
175:Jumo 222
18:Jumo 222
891:BMW 803
747:Length:
649:BMW 801
375:He 177A
359:BMW 803
355:BMW 801
351:BMW 802
327:BMW 801
272:V-style
192:of the
186:Junkers
132:Junkers
58:improve
1344:HeS 30
1119:
1100:
1081:
1062:
1006:
782:sodium
730:Stroke
568:tested
564:tested
541:Oberst
522:Dessau
452:222A-2
405:DB 604
371:DB 601
363:DB 606
319:octane
287:sodium
243:radial
232:inline
179:piston
119:piston
47:, but
847:6.5:1
714:Type:
436:Ju 52
413:Ju 88
184:from
141:1939
114:Type
1117:ISBN
1098:ISBN
1079:ISBN
1060:ISBN
1037:2013
1004:ISBN
981:2017
721:Bore
531:and
529:222G
516:and
514:222E
479:222D
477:and
475:222C
454:and
444:222B
442:and
440:222A
329:and
173:The
167:289
1332:022
1316:012
1311:004
1295:224
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1230:L88
1225:L55
456:B-2
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