Shortround6 described the V-1710H. Bell had a P-63 proposal for Wright turbo mounted behind the engine at ~60° from horizontal. Both of these fit in the same space as the regular V-1710 two stage.
SR6 described the V-1710E-27, not a V-1710H. It was Bell's XP-63
H paper projest that was supposed to be powered by that engine. The E-27 will not fit in the same space as the regular V-1710 with 2 stages of supercharging, since there is another perhaps 1.5ft required for the power recovery turbine to fit, and the exit of the spent gasses also requires some free volume.
Added to this, the 2-stage supercharged V-1710 was already a long engine, longer than the 2-stage Merlin, let alone the 1-stage Merlin.
GE turbos had two major problems that impacted compactness.
1. Their impeller efficiency was god awful.
2. Turbine cooling.
Pretty much anybody else's supercharger fixes one.
Two can be improved by air-cooled turbine blades. BMW had some success with them in 1938. There were other methods to improve cooling that could be employed. Such as the "turbo Snout" used in the P-61C. Most of these methods require better coordination between GE and the engine and airframe manufacturers.
If you'd be so kind to post some info about the air-cooled turbine blades by BMW, that would've been cool.
List of companies that made 'bad' impellers, and further messed up the intake to lower the compressor abilities:
- P&W (rectified by the C series R-2800s of mid/late 1944)
- BMW (rectified by late 1942 801E that went nowhere, repeated the succes with 801S in late 1944 by that time it was too late)
- Bristol (rectified by mid/late 1944, for the Centaurus and 100 series Hercules)
There is no doubt that GE would've made a better stuff with more pressure by the military, as well as with more support by the military and NACA. As for the usage of turbochargers in the British aircraft, that ain't gonna happen unless indeed some kind of time travel is used.
The XH-2600 engine X-95 This engine had two 13in diameter impellers. The first stage had an eye diameter of 9.625 and a van height of 3in. 8.25in and 1.25 for the second stage.
The XH-3130 engine X-96
Thank you
Unfortunately, P&W's 2-stage superchargers once installed on R-1830s were about as good as other people's 1-stage superchargers, leaving out the question of just how good were the superchargers on these P&W engines.
FWIW, RR (and other companies) were free to look at Farman's 2-stage S/C as depicted in open press in 1937, or even the earlier devices on the Junkers and Bristol engines in order to make a 2-stage S/C even earlier.