Tomo,
The U.S. government classified Allisons with dash numbers, such as -101, -127, etc. Allison's internal classifications were E, F, G etc. All the contracts with the US Government specified government dash numbers, not Allison letter numbers. The -100 series were all the Allisons from the -101 (F27R) onward. Every Allison user knows that, and almost all Allison users these days don't care what number is on the data plate as long as the internals are 100-series units. The 100-series internals are significantly better in many ways as a group than the earlier dash numbers. The first E's that were 100-series were the E21s (-117s).
I never said we didn't make many -93 engines, I said the USA didn't see hardly any of them. We got a few, but most went to the Soviet Union. I KNOW how many of what were built.
In my first paragraph above, I said the -93 was a 2-stage engine, but not with 2 internal stages. It was a single-stage main unit with an aux stage added. Perhaps the arrogance and misinformation are coming from your side.
I don't consider myself arrogant but I KNOW what is going on the Allison world today, as far as what stock is there and who can do what. There really aren't THAT many options.
There are only about 5 Allison overhaulers in the USA who have any stock, and the -93s just are't much represented in that stock. The only -93's I have seen could not be overhauled as -93s because the aux stages were missing. The end result would be predictable. They would be completed as a -89 / -91 without the aux stage (probably -89s), or as 100-series with upgraded internals. Most knowledgeable people who purchase one want the late-model E, F, and G internals with the 12-counterweight crankshatfs. There is stock existing from all the Allisons the USA used ... except for many of the -93's and other aux stage dash numbers. That alone tells me we didn't get many or we'd still have some. If I add up production and subtract the Soviet units, French units, and the 5 for Honduras, I think we got about 512 in total. Some went to the UK, but I haven't located the number.
With all the P-38, P-39, and P-40 engines around, it's no wonder why we don't see too many P-63 engines. I think only 339 of the V-1710-93 powered units stayed here, and some went to foreign customers. The French got between 114 and 300, depending on who you believe. The most frequent number is "about 200." That leaves very little for the USA and they mostly got target tug, Pinball, and station-hack use, plus a few to NACA / NASA and flight test as chase planes. There is a frequently-seen pic of a Bell P-59 Airacoment on a test flight being chased by a P-63. It is probably one of the planes retained by Bell or else on loan from the USAAF for just that purpose.
One of the Allison overhaulers has perhaps 130 Allisons in stock and ready for overhaul. Of those there are no -93s of which I am aware and I worked around the inventory for 2 years. This particular overhauler could build a -93, but would build a 100-series if he were to build one with the aux stage at all. Anyone who would buy an aux-stage Allison would want it cleared for 3,200+ rpm and would specify the later engines. I doubt they'd ever fly it at that rpm unless they were racing at Reno, but having the capability would still be desirable if you are going to be flying the only aux-stage Allison running in the world.
This guy also has 2 auxiliary stage superchargers, but I don't know the gear ratios. You'd have to disassemble them for overhaul and count the gear teeth to find out. I cannot recall seeing a data plate on either of them, but they were obtained as individual items, not as part of an entire engine package. It is possible there was a data plate on them and it is simply missing at this time. I can say the bearings were all in great shape, though, and they'd be good candidates for a flying setup.
I don't know of any 2-stage P-63s currently flying but it is possible. The one at Palm Springs is not running an aux stage. The one at Yanks Air Museum is listed as flyable ... but it doesn't fly so it doesn't matter either way. I am not aware of whether or not the one at the Legacy of Flight Museum in Rexburg, Idaho is running an Aux stage or not. The San Marcos P-63 is not running an Aux stage supercharger. So if there IS one flying with an Aux stage blower, it is the only one.
Of course you will also find almost no early long-nose C-series either and, if they DID have them, nobody much would want to fly one. Steven Gray has one in an early Curtiss P-40C, and it flies only very rarely. The nosecase came from South Americam where the last of the long-nose cases can be found if you are lucky enough to find one.
I'd love to have an early nosecase for decoration, but would decline to fly it ... after maybe 50 hours or so.
The majority of the existing stock are E's and F's with a very few G's in there. Most of the E's and F's are later models. I can only remember seeing a few earlier than a -75 and it was a -51 if I am not mistaken and maybe a -39. The -39 was rebuilt as a -101. Early engines can be built up as later engines with the right parts. The only thing that cannot be upgraded is a long nosecase. The long nose was replaced by the F engine and they never looked back. The F-engine was head and shoulders better than the C-engine.
I know of one Allison PT boat engine ready for overhaul, complete with geared flywheel.
The guys who rebuild accessories for these engines are getting older, and it is entirely possible we will see a shortage of accessories, such as starters, before we run out of Allisons to build.
Nobody wants the old original intake manifolds, either. Everyone wants the manifolds with the turbulators in them which corrected the mixture issue early-on in the early P-38's that went to Europe. Once the mixture issue was solved, they quit making the original manifold configuration, as you might expect.
The Soviets did have a role in moving the P-63 cannon forward, and the reason the P-63 didn't have flat-spin issues was largely due to the Soviet test pilot assigned to the P-63 project in the USA. They ignored him at first but soon found his inputs were vlaid. I've heard stories that the Soviets moved a few things forward when the P-63's got to the Soviet Union to further move the C.G. forward, but have never seen the claim substantiated with any evidence of same. Then again, I haven't really been looking for the evidence, either, because it's not a subject of much interest to me. I'm very interested in flying P-63s; not so much static things in Russian museums. Static displays are just not very interesting to me unless there are no examples of the type flyable and flying; then they start to get somewhat interesting.