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The V-1710-127 made 1,740 HP at 3,000 rpm and 52.5" HgA, 33,000 feet dry. It made 2,320HP at 3,200 rpm and 85" HgA at 28,000 feet dry. At WER (wet) it made 3,090 HP at 3,200 rpm and 100" HgA at 28,000 feet. Maximum cruise was 1,340 HP at 2,700 rpm at 26,000 feet. That ain't no slouch.
General Arnold sent threatening letters to Allison asking for immediate development or possibl repurcussions.
Regarding post #7, Allison proposed a 2-stage engine in both 1937 and 1942.
Hi Tomo,
I think going to a primary hydraulic drive instead of a mechanical one, increasing the impeller size and intake area, and dropping the compression to about 5.2 - 5.8 would have done the trick. The new impeller could have been as small a change as going to a 12" impeller with hydraulicly-coupled drive, with the slightly bigger intake opening, and the lowered compression ratio.
It is possible and probably likely that changing the gearing in the nosecase and slowing the prop down, coupled with a slightly larger prop would also help some.
I'd also opt for fuel injection, but that wasn't as necessary as the preceeding steps.
Just my two cents worth, and no, they didn't actually DO any of them.
Just FYI, today and yesterday at the shop, we were boring the cylinder liners for a Bristol Centaurus rebuild. BIG cylinders! 5.75 inch bore and 11 inch stroke. Looks like the monkey-motion sleeve valves would be the weak point if you increase the RMP above stock levels, and that is true in ral life ... they give up at a slight RPM increase over stock levels, but the stock Centaurus is a very strong stock engine and gives plently of grunt for a Sea Fury.