The only thing I would say Evan, is that all those you've mentioned are way under-powered for the Hornet. The Merlins used on the Hornet were 2030 hp each (the P-51H used a Packard built version of it), the TPE331 hardly pushed out 600 hp. Although one variant of the T53 does come close, 1800 hp
Not exactly, the max emergency
5 min only combat power of the Merlin 130/131 on 100 octane 100/150 grade at full boost was 2,090hp at 3,000 rpm with 25 lbs boost at 2,000 feet; with 100 octane 100/130 it was 1,625 hp, 3,000 rpm, +20, 11,000 ft. Medium supercharged 100/130 fuel 1,850 hp, 3,000 rpm, +20, 6,250 ft.
Take-off rating with both 100/130 and 100/150 was 1,670 hp, 3,000 rpm, +18 at sea level.
Maximum continuous climb (rated) power:
medium supercharged 1,430 hp, 2,850 rpm, +12, 11,000 ft.
fully supercharged 1,280 hp, 2,850 rpm, +12, 14,000 ft.
Ratings for the later 134/135 engines were the same and both series were
rated as 1,670 HP engines. Weight was 1,665 lbs.
Figures from Lumsden,
British Piston Aero-Engines and Their AircraftOne has to be very careful quoting aircraft engine horsepower figures, as published max
power figures are often the emergency power output at a specific altitude, which does not
give an accurate view of real engine power ratings. Take-off rating is the most meaningful
figure.
The T53s are about 60% lighter, so the power to weight ratio is superior, even on the lower
power early models.
The weight increase of using Griffons would eat up most of the power increase and in some
parts of the envelope you'd have no power gain so it would be a net loss due to increased
weight.