According to kurfurst.org, the 605DB and DC are the same powerplant, in different configurations,
for use with B-4 or C-3 fuel, or 1,80 or 1,98 ata maximum manifold pressure.
Of course, the Luftwaffe suffered from fuel shortage, and often only a very limited number of aircraft were supplied enough fuel for a mission.
All the later 190 A powered by BMW 801 needed C-3 96 octan fuel as well. IIRC they could not even take off without C-3, in contrast to the DB605 powered 109.
My point is, if there is enough C-3 fuel for 190 A-4 to 190 A-8 to take off, there is as well enough C-3 for the K.
robert wrote:
--= Bf 109K-4's =--
The MW50 WEP has been reduced from 1.98 ata to 1.80 ata. This since the absolute majority of Bf 109K-4's used B4 fuel and not C3 fuel during their service. As such both Bf 109K-4's have had their engine setup rebuilt from the DB 605DC to the DB 605DB engine. This results in ~10 mph loss at Bst2, but the K-4's gain ~5 mph at lower altiudes, at Bst1, due to better low alt power output when using manifold pressures at 1.45 ata and lower with the DB 605DB engine.
kurfurst.org wrote:
the DB 605 DB and DC designations, as noted in the above datasheet, referred to the same powerplant, in different configurations,
for use with B-4 or C-3 fuel, or 1,80 or 1,98 ata maximum permissable manifold pressure. Conversion of the DB and DC powerplants
was a simple matter, and could be performed with a simple screwdriver. The DB 605DC configuration could be set for either 1,98 ata
or 1,80 ata 'Grundeinstellung', or 'base setting' maximum manifold pressure. In the former case C-3 fuel was to be used with conjuction
of MW-50 injection. In the case of 1,80 ata Grundeinstellung, C-3 fuel could be used without MW-50 injection.
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