[INM@RLM]

Part 4 of 5 – Now you see it and now you don’t: supporting quotes on other aircraft designs fitted with the Bramo 323 R-2 in Green’s Warplanes of the Third Reich - provided only for ease of reference.

Part A: Our Bramo 323 R-2s ARE fitted with water-methanol injection
“Arado 232 B
The third prototype, the Ar 232 V3 (VD + YC) with four lower-powered engines, had been completed and flown in May 1942, by which time work was well advanced on the first genuine B-series airframes. The first eight pre-series Ar 232B-0 transports were also allocated Versuchs numbers, and thus the first of these, the Ar 232B-01, was considered as a prototype and was also known as the Ar 232 V4. To accommodate the additional pair of engines, the wing centre section was elongated by 5 ft. 7 in., but few other modifications to the structure were found to be necessary. The four BMW-Bramo 323R-2 Fafnir engines were each rated at 1,200 h.p. for take-off and emergency with water-methanol injection, and performance proved closely comparable with that of the A-series prototypes.”
William Green: Warplanes of the Third Reich, page 47

Part B: But our Bramo 323 R-2s ARE NOT fitted with water-methanol injection
“Do 24 T
Available stocks of Cyclone R-1820-G102 engines were limited, however, and a suitable German power plant had already been selected for use as soon as supplies of the American engine became exhausted, this being the BMW-Bramo 323R-2 Fafnir nine-cylinder radial engine rated at 1,000 h.p. for take-off and 940 h.p. at 13,120 ft., and already in production for the Fw 200C Condor. Sufficient Cyclones were available for 11 Do 24N-1s, the last of which was accepted in November 1941, in which month the first two Fafnir-powered examples were also accepted. With the BMW-Bramo engines the flying boat was redesignated Do 24T-1, and although equipment remained unchanged and the aircraft was still considered primarily as an air-sea rescue machine, it was now allocated secondary transport and maritime patrol roles.”
“Ju 352 A
“During the late spring of 1942, the Junkers-Dessau project office was instructed by the RLM to investigate the possibility of redesigning the structure of the Ju 252 transport to make maximum use of Jumo 211 engines (production of which could barely keep up with the demands of combat aircraft) with BMW-Bramo 323R-2 radials. The result, to which the designation of Ju 352 was assigned by the RLM, and the appellation Herkules given unofficially by its manufacturer, followed closely the aerodynamic design of the Ju 252 but was, from every other aspect, an entirely new aircraft.
….
The BMW-Bramo 323R-2 nine-cylinder radial engines were each rated at 1,000 h.p. at 2,500 r.p.m. for take-off and 1,040 h.p. at 2,950 ft., but an auxiliary fuel system was used to supply C3 fuel (96 octane) instead of the normal B4 (87 octane), resulting in 1,200 h.p. for take-off and emergency use.”
William Green: Warplanes of the Third Reich, pp.512/3
Note that – as mentioned in Part 3, the Bedienvorschrift-FL Fw 200 C-3 (Februar 1941) actually explicitly specifies the normal fuel as Fliegerbenzin A2, Oktanzahl 87. This fuel, slightly lower in grade than B4, was routinely used in Luftwaffe training and transport aircraft. However, by the time the Fw 200 Ladeplan 8-20 000-7043 b (reproduced p.99 of Nowarra) and issued on 15-Jul-42, B4 fuel was being specified for ALL tanks of the Fw 200 C-4. The consensus seems to be that during the course of the war, production was simplified so only B4 and C3 fuels were then produced in quantity.

There was also this brief reference to the Bramo 323 R in the account for the Ju 252
“Although Junkers had proffered the Ju 252 as a production successor to the ageing Ju 52/3m, proposing an unpressurized version with interchangeable wheel, float or ski undercarriages, the situation did not permit any disruption of the existing transport production lines, and the RLM was of the opinion that any replacement for the Ju 52/3m must make minimum demands on supplies of strategic materials and utilize power plants not required by combat aircraft. Junkers was therefore instructed to investigate the possibility of redesigning the aircraft in order that a considerable proportion of wood could be included in its structure, simultaneously examining the feasibility of replacing the Jumo 211 liquid-cooled engines with BMW-Bramo 323R-2 air-cooled radials of which surplus stocks existed.”
William Green: Warplanes of the Third Reich, p. 493
Actually, rather than a matter of surplus stocks, the case seems to have been one of excess Bramo 323 engine production capacity having been put in place during 1941.