Editing Fokker D.VII (section)

===Powerplants===
The earliest production D.VIIs were equipped with 170–180&nbsp;hp Mercedes D.IIIa.<ref>Some sources erroneously state that the D.VII was equipped with the 120&nbsp;kW (160&nbsp;hp) Mercedes D.III engine. The Germans used D.III as a generic term to describe later versions of that engine.</ref> Production quickly switched to the intended standard engine, the higher-compression 134&nbsp;kW (180–200&nbsp;hp) [[Mercedes D.III#Variants|Mercedes D.IIIaü]]. Some early production D.VIIs delivered with the Mercedes D.IIIa were later re-engined with the D.IIIaü.

By mid-1918, some D.VIIs received the "overcompressed" 138&nbsp;kW (185&nbsp;hp) [[BMW III]]a, the first product of the [[BMW]] firm. The BMW IIIa followed the [[overhead camshaft|SOHC]], [[straight-six engine|straight-six]] configuration of the Mercedes D.III but incorporated several improvements. Increased displacement, higher compression and an altitude-adjusting carburettor produced a marked increase in speed and climb rate at high altitude. Because the BMW IIIa was overcompressed, using full throttle at altitudes below {{convert|2000|m|ft|abbr=on}} risked premature detonation in the cylinders and damage to the engine. At low altitudes, full throttle could produce up to 179&nbsp;kW (240&nbsp;hp) for a short time. Fokker-built aircraft with the new BMW engine were called D.VII(F), the suffix "F" standing for [[Max Friz]], the engine designer.

BMW-engined aircraft entered service with [[Jasta 11|''Jasta'' 11]] in late June 1918. Pilots clamored for the D.VII(F), of which about 750 were built. Production of the BMW IIIa was limited and the D.VII continued to be produced with the 134&nbsp;kW (180&nbsp;hp) Mercedes D.IIIaü until the end of the war.

D.VIIs flew with different propeller designs from different manufacturers. Despite the variations there is no indication these propellers gave disparate performance. Axial, Wolff, Wotan, and Heine propellers have been noted.