Further Developments
IAR realized that the Mistral Major was at the limits of its development potential even by the middle of 1941, when the 1000A model reached the same ultimate output as the original Gnome-Rhône versions. An ongoing program to fit the IAR.80 with a more powerful engine had been in the works for most of the design's lifetime, but this proved to be a fruitless endeavor.
The most obvious choice for a new engine would be the BMW 801 used in the Focke-Wulf Fw 190. This engine produced a full 600 hp (447 kW) more power, and although it was heavier, it was of roughly the same size as the K14. IAR engineers estimated that a BMW powered IAR.80 would have a maximum speed of at least 600 km/h (373 mph). But, as always, the Germans were unable to supply the engine as every example coming off the line was needed for installation in a German airframe. Licensed production was likewise out of the question, the engine production was in the midst of being ramped and the demand was so great that not even one set of jigs could be spared.
Another attempt was made to fit the Junkers Jumo 211 to the airframe, although this engine was also in high demand in Germany. However in this case the SM.79JRs in FARR service already used the engine, so some were available for testing. One 1,220 hp (910 kW) 211Da was obtained, complete with cowling and ring radiator from an SM.79 and fitted to an IAR.80 in 1942. The concept was abandoned after the first test flight however, when the in-flight vibrations proved to be so bad that the engine was idled and the aircraft landed, never to be flown again.
After World War II, the Russians shipped home the entire I.A.R. factory and all aircraft from Braşov, as "war reparations".
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