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Initially, Junkers proposed modifications of the Jumo 004, specifically the 109-004G and 109-004H. However, these variants were rejected as they were not powerful enough, and Junkers began to design the 109-012. [1] The engine was to feature an 11-stage axial compressor enclosed in a sheet-steel casing and a 2-stage, air-cooled turbine.
Junkers Jumo 205C-4 (660 hp) Junkers Jumo 210C (600 hp) Junkers Jumo 210Ca (640 hp) Junkers Jumo 210G (700 hp) Junkers Jumo 210Ea (680 hp) Junkers L5 (280 hp) Klimov M-103 (960 hp) Klimov M-105PF (1,210 hp) Lorraine-Dietrich 12Eb (450 hp) Lorraine 12Hfrs Petrel (780 hp) Lorraine 12Hgrs Petrel (780 hp) Menasco L-365-1 (125 hp) Pratt & Whitney R ...
Junkers Jumo 012; J. Junkers Jumo 004; Junkers Jumo 204; Junkers Jumo 205; Junkers Jumo 210; Junkers Jumo 211; Junkers Jumo 213; Junkers Jumo 222;
The second prototype (Junkers Ju 287 V2) would have had six engines (originally four underwing BMW 003s and two fuselage-mounted Jumo 004s, but later changed to two triple clusters composed of four Jumo 004s and two BMW 003s), and also differed from the Ju 287 V1 in having the main undercarriage struts with an inward cant, the horizontal ...
The Junkers Jumo 004 was the world's first production turbojet engine in operational use, and the first successful axial compressor turbojet engine. Some 8,000 units were manufactured by Junkers in Germany late in World War II, powering the Messerschmitt Me 262 fighter and the Arado Ar 234 reconnaissance/bomber, along with prototypes, including the Horten Ho 229.
The Jumo 211 became the major bomber engine of the war, in no small part due to Junkers also building a majority of the bombers then in use. Of course, since it was the Luftwaffe that selected the final engine to be used after competitive testing on prototypes (such as the Dornier Do 217 ), there is certainly more to it.