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On the Feasibility of Building a Racing Aircraft Based on a Replica of the FlugWerk Fw 190 A-8/N

Danila Karpenko

September 11, 2026

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An article from the magazine *Flugzeug classic* (October 2010 issue) that I think will be of interest to readers and colleagues.

Editor’s Foreword: That would be a real success: a replica of the FlugWerk Fw 190 in Reno competing in air races for aircraft of all classes! This idea isn’t all that far-fetched. With sufficient funding, the chances of building a modified racing replica of the FlugWerk Fw 190 aren’t half bad. We’ve carefully considered how this might work.

This topic has certainly stirred up excitement among the community of historical fighter aircraft enthusiasts in Germany: some time ago, an online forum was abuzz with discussions about the hypothetical possibility of creating a racing version of the Fw 190 fighter, and meticulously crafted plastic models of such an aircraft have already appeared on the Internet. This idea isn’t as far-fetched as it might seem at first glance, since as early as the 1970s, Professor Kurt Tank explored the possibility of using the Fw 190 D-13 “Yellow 10”—one of three “long-nosed” models to survive World War II. Many of the vintage fighter aircraft competing in the Reno races have largely remained in their standard configuration or have been only slightly modernized, and the aforementioned Fw 190 D-13 could certainly have achieved respectable results in the slower categories: silver and bronze.

It will be much more difficult to take the lead and compete against the fastest planes in the gold category of the Reno races. Stephen Hinton Jr., who is just 22 years old and has followed in the footsteps of his famous father, scored a fantastic victory last September and made history as the youngest winner in air races for all classes of aircraft. He piloted Bill “Tiger” Destefanis’s long-standing P-51D Mustang “Strega” and flew a lap around the pylons at an average speed of 491.822 miles per hour (approximately 790 km/h), which likely corresponds to a speed of over 800 km/h on a straight section in the “speed valley.” If we date the resurgence of American racing—following a hiatus during the Korean War—to the mid-1960s, then Americans have over 40 years of continuous competition experience. How can this gap be bridged in the foreseeable future? Because even with the largest budget, there is one thing you cannot buy: time. Anyone with even a basic understanding of engine design and auto racing knows just how complex testing new parts can be—and a huge number of parts and assemblies need to be tested! Not everything can be simulated on test benches. Often, there is simply no alternative to real-world testing under racing conditions. And let’s not forget: races in Reno are held only once a year…

Choosing an Engine

Let’s say we want to compete in the Gold Category finals. The original 1,950-strong ASH-82T radial engine, which is installed on a replica of the FW 190 A-8/N fighter aircraft manufactured by the German company Flug Werk GmbH (FlugWerk), certainly needs some improvements; shortly before the end of World War II, the most powerful versions of the BMW 801 engine were capable of producing around 2,500 l.s.. However, the relatively small displacement of 41.2 liters for an air-cooled engine is unlikely to make either of these two comparable engines suitable for our race plane at the highest level. The best radial engines, such as the 55-liter Wright R-3350, produce over 4,000 l.s. In its “long-nose” replica of the Fw 190, FlugWerk uses a 12-cylinder inline Allison aircraft engine with a single-stage supercharger—a reliable and popular choice among enthusiasts of historic fighter aircraft. The spacious “Dora” (Fw 190 D) could certainly be fitted with a 12-cylinder inline Rolls-Royce Merlin engine with a two-stage supercharger. However, this engine—tuned to over 3,600 l.s. and already installed on the P-51 D “Strega” Mustang—would merely provide parity in performance, not an advantage.

Fans of the Fw 190 fighter, of course, prefer four-stroke engines developed using the best German technology, and we rule out any two-stroke engines primarily because of the unpleasant noise they produce. The first question that arises is: where can we find these engines? On the forum, it was suggested that we “restore” existing museum exhibits using the most modern design and manufacturing methods (keyword: rapid prototyping) and the best materials. Let’s generously assume that everything listed above—including all necessary modifications to components, the propeller, the gearbox, and so on—can be accomplished within a reasonable timeframe. In that case, among radial engines, probably only the BMW 802 would be suitable. An 18-cylinder, two-row, air-cooled radial engine with a total displacement of just under 53.7 liters and a still-acceptable weight, which, like many other promising designs, unfortunately remained at the experimental stage and was never put into mass production.

Among liquid-cooled engines, the logical choice would be the Jumo 213, which had already been installed on the “Doras” during the war, or perhaps the Daimler-Benz DB 603, although we would, of course, use the latest and most powerful versions of each. It is also worth exploring the possibility of using the relatively lightweight DB 605 engine. Its smaller cylinder bore and piston stroke result in lower harmful inertial forces and, thus, at least in theory, allow for higher boost pressure and engine speed than the DB 603, which could compensate for the smaller displacement. However, the DB 605’s lubrication system was far from ideal. Oil is supplied to the crankshaft with its plain bearings via a radial flow from the outside to the inside through grooves in the bearing housings. In this regard, the Jumo 213 engine (as well as the later Merlin aircraft engines) has a definite advantage. As in modern racing engines, its bearings are supplied with oil fed from the side into a hollow crankshaft, which means that the oil pump does not have to contend with the centrifugal force of the rotating shaft. As for the redline, the magnificent Jumo 222 radial engine, with 24 cylinders and a total displacement of 46.4 liters (a variant with 36 cylinders and a displacement of 69.6 liters was even designed) promised even better performance on paper—if it could have been integrated into the “Dora” airframe. Thanks to the relatively small cylinder displacements, the cylinder bore and piston stroke were equal at 135 millimeters; this engine was expected to have minimal inertia.

Improving Engine Performance

The primary goal of engine tuners is to maximize boost pressure while also increasing engine RPM to a greater or lesser extent. To achieve this, the engine’s mechanical strength must be maximized through the optimization of its internal components. Ideally, the engine should last the entire week at Renault, including all practice flights and races, without any serious problems. A top-of-the-line Merlin engine, such as the one installed on the Mustang P-51 D Strega race plane, requires high-octane specialty fuel and, as a result, can—roughly speaking—operate at a boost pressure approximately twice that of a base engine. However, this is the limit at which the propeller can still effectively convert engine power into thrust. Careful balancing is extremely important here, since the higher the boost pressure, the more power is lost within the engine due to the energy-intensive operation of the supercharger. On the other hand, higher boost pressure generates stronger reactive thrust from the exhaust pipes, which, in turn, increases the aircraft’s speed.

In some highly tuned engines, the intercooler is omitted in order to minimize flow losses as much as possible. The necessary internal cooling is achieved by injecting a large amount of anti-knock fluid (MW 50) into the intake manifold. In addition, water is sprayed onto the radiator surface using so-called spray bars, which significantly enhances heat dissipation. Since the original World War II-era components overheat due to the heat they generate, the aircraft use special, highly efficient radiators adapted from auto racing. The lubrication cooling system in the perfected racing “Mustangs” is also very complex. In addition to the standard fin-type radiator, there is a heat exchanger in the lower fuselage, surrounded by coolant, similar to the one used in the P-51H. The oil in radial engines is cooled either by air intakes or by spray nozzles in the leading edge of the wing. However, technically complex cooling solutions similar to those used in the record-breaking Rare Bear aircraft are also employed. This aircraft uses a so-called evaporative cooling system (Boiler System), in which the lubricant is cooled by an on-board supply of the MW-50 water-methanol mixture. Otherwise, the nitrous oxide (N₂O) injection system, which is popular in the U.S., is a proven method for increasing engine power, but excessive use increases the risk of serious engine damage. Turbochargers powered by exhaust gases are generally impractical—they are too heavy and take up too much space. In the R-3350 turbo-compound engines, which were installed on Super Constellation airliners and are used in racing airplanes, they are removed.

Glider

Even without computer simulations, it is not difficult to see the aerodynamic shortcomings of the Fw 190 fighter’s airframe, especially its long-nose variant. The need for a large air gap for the annular water radiator creates significant drag, whereas its competitors, equipped with R-3350 radial engines, required an air intake for cooling that was only four centimeters wide. Strictly speaking, the entire fuselage, from the propeller spinner to the windshield, must be aerodynamically “clean.” Since a new engine cowling will be required in any case, these additional efforts are of little consequence.

Everything must be perfectly smooth, and this applies first and foremost to the airplane’s wing. Thanks to its NACA 6 laminar airfoil, the P-51 fighter is known for its excellent aerodynamic performance, whereas the wing of the Fw 190 fighter, with its NACA 2 profile and a five-digit number, is slightly thicker and, in this respect, roughly comparable to the wing of the Grumman Bearcat carrier-based fighter. It can be used as is, or—more likely—truncated and carefully modified, as was done during the development of the Rare Bear. As for cooling, we chose the optimal approach and created a sleek, slim radiator located under the fuselage, similar to that on the P-51D Strega Mustang. It’s easy to see that, compared to the standard version of the “Mustang,” the air intake opening has been reduced to minimize drag, while the exhaust flap has been enlarged for rapid, thrust-enhancing removal of water vapor—an optimal compromise developed through extensive testing. So now all that remains is to install the main landing gear bay flaps and the narrow, preferably flat, cockpit canopy. The need for a retractable tail landing gear is debatable; perhaps a fairing will suffice, which also increases the area of the vertical stabilizer and provides additional stability.

Key Findings

As you may have already noticed, the modified airframe of the racing aircraft to be built by FlugWerk will have little in common with the familiar silhouette of the Fw 190 fighter. The difference will be even greater than that between the standard Yak-11 trainer and the Yak-11 Czech Mate racing aircraft (the 2009 race winner), in which its ancestor is barely recognizable. Perhaps it would have been more effective to simply clone the He 100 or the Me 209 R. Of course, we’ll also make another attempt to set a world speed record, since our sponsors—ten of Germany’s largest industrial companies—will naturally provide us with the necessary budget. Won’t they?

Sources

• • • www.enginehistory.org
    • www.mustangsmustangs.com
    • www.WWIIaircraftperformance.org
    • www.airrace.org
    • www.youtube.com: Reno 09
    • Interview with Pete Lowe (ADI specialist)
    • Kyrill von Gersdorff, Kurt Grasmann: Aircraft Engines and Jet Engines, Bernard & Graefe Verlag
    • Reinhard Müller: Junkers Aircraft Engines, Aviatic Verlag
    • Philip Handleman: Racing Airplanes, Aviatic Verlag
    • Ferdinand C. W. Käsmann: World Record Airplanes, Aviatic Verlag

APPENDIX 1. What does Klaus Kolling, CEO of FlugWerk, have to say about this idea?

There is no doubt that the Fw 190, as a racing aircraft, appeals not only to die-hard fans of this Focke-Wulf fighter. However, the answer to this question is a double-edged sword. On the one hand, there are many arguments in favor of the project, but on the other hand, there are enormous obstacles standing in the way of its implementation. I believe that the availability of engines is the most important criterion for such a project, and therefore I would like to limit myself to our FlugWerk Fw 190 A-8/N replica. For example, the version with an elongated nose and a “replica” Jumo 213 engine strikes me as, quite literally, too utopian.

From the very beginning, the Fw 190 featured a wing with an aerodynamic profile designed to achieve optimal maneuverability at low altitudes, which, combined with a relatively short wingspan, a high wing loading, and a high-strength main spar, provided excellent conditions for converting it into a high-speed aircraft. The simple control systems and landing gear are reliable and contribute to a minimal weight (the empty weight of a modern FlugWerk Fw 190 A-8/N replica is significantly less than 3,000 kilograms), and the aerodynamic force generated by the rudder is sufficient. The 14-cylinder ASH-82T engine, which is installed on the FlugWerk Fw 190 A-8/N replica, paired with an optimized propeller from MT-Propeller (MT-Propeller Gerd Muehlbauer GmbH) forms a powerful combination that can undoubtedly be tuned to a level sufficient for participation in the silver and bronze racing categories. Furthermore, our airframe (unlike its World War II-era competitors) offers a safety advantage thanks to the use of entirely new designs made from modern materials, which eliminates the well-known risk of intergranular corrosion.

Arguments against this program: In Germany, there are virtually no specialists capable of maintaining engines in racing condition over the long term—we would first have to assemble a team of qualified specialists. Enormous effort would be required to give the airframe the necessary surface finish (namely: leveling, filling, sanding, painting, polishing, etc.). Added to this are the need to reduce clearances on the main landing gear bay flaps, a more aerodynamically clean engine cowling, a smaller cockpit canopy, and much more—but all of these apply equally to existing competitors. However, the most important factor is a steady influx of significant funding; several million euros will likely be required. This is the biggest obstacle that must be overcome from the very beginning on the path to a race-ready Fw 190. Nevertheless, nothing is impossible… Looking back, we can say that at the beginning of the “new” Fw 190, there was only one idea, followed by 15 years of sleepless nights, and in 2009, the aircraft, piloted by Christophe Jacquart, completed its first season of airshow appearances, generating tremendous enthusiasm among fans of the 190s. Other replicas of the Fw 190 fighter are also flying all over the world. My conclusion: technically, of course, it’s possible, but I don’t think it will ever happen—or will it?

APPENDIX 2. Speed Records Set After World War II

The official world speed records for piston-engine aircraft over the prestigious three-kilometer distance are as follows: On August 16, 1969, Darryl Greenmayer, flying a Bearcat F8F-2 Conquest I, broke Fritz Wendel’s previous record, reaching a speed of 776.45 km/h; On August 14, 1979, Steve Hinton, flying a P-51 D Red Baron, reached a speed of 803.2 km/h, and on August 21, 1989, Lyle Shelton, flying an F8F-2 Rare Bear, reached a speed of 850.26 km/h—a record that remains unbroken to this day. In early September 1989, American businessman John R. Sandberg attempted to break the world speed record in his self-designed Tsunami aircraft, powered by a Merlin engine, but the attempt had to be abandoned due to a serious accident during landing (it is reported that during preliminary tests, the Tsunami reached speeds of about 890 km/h). Unfortunately, some time later, Sandberg was killed in a plane crash while piloting what was possibly the fastest piston-engine aircraft ever built. John Sandberg’s death brought the project to an end.

Source: Michael Weber/MAW “REPLICA: FlugWerk FW 190 A-8/N. FlugWerk 190 as a racing plane? A dream come true: Racer!” “Flugzeug classic” October 2010, pp. 32–35

Translation first published at – https://vk.com/@710541705-flugwerk-190-als-rennflugzeug