I think, that there is a little bit of misunderstanding going on here. The reluctancy of the FW-190 to turn right has nothing to do with roll rate to the right. I do know that aircombat, is not an exercise in smoothness of flying and coordination, but bear with me for a moment.
The key in this discussion is to understand what was going on, and the original starting point of the disussion does not make that clear. However, to achive the end resault I´m going to present we have to assume the following: The attacking aircraft (P-47) approaches the FW-190 in such a way as to force it up in a zoom climb to the right. The P-47 follows it up on the left side, precluding a turn reversal to the left, and forcing the FW-190 to continue the climb in a right hand turn. As the FW-190´s speed reduces steadily in the climb, things begin to happen.
The key to understanding what happens next, is to realize that European aero engines turn GENERALLY in the opposite way to American engines. To counteract torque on a European engine, you would have to correct by applying LEFT rudder, while to counteract the torque on an American engine, you would have to apply RIGHT rudder.
When the german pilot starts his pull up to the right, his initial action would be to try and coordinate the turn with a right rudder, but as the speed reduces, the torque effect from the engine will come greater and greater with reduction in speed. He will need to start feeding in left rudder in a right hand turn, and with the reduction in speed, he will end up at the end with a full left rudder on, in a right hand turn! He is forced to use the rudder, in a way which is having a very bad influence on his turning ability (rate of turn) to the right. But he is in a very bad situation, as if he releases the left rudder a fraction, the aircraft will torque roll violently to the right and be out of control for some time on the way down making it easy victim for the pursuing aircraft by then situated above.
The pilot flying the P-47 on the other hand is in a right turn, where, as the speed decreases, he will have to feed in more rudder to counter the torque. But this time the rudder used is in the direction of the turn, ie to the right. That being the case, the P-47 pilot has the maximum turning ability (rate of turn) in a slow speed fight to the right.
This kind of a tactic (as employed be the P-47 pilot) would be extremely effective in a relatively low level fight, as if the FW-190 pilot torque rolls out of the turn, he will crash to the ground if not high enough to effect recovery, and if he stays to fight, he is doomed anyway. If he continues the right turn, the P-47 can turn inside him. If he tries to break left, he is an open shot as it will allow the P-47 to close on him.
The scenario above is of course much simplified, but seems to fit the descripsions at the start. Other similar stories are a round. For example, documented stories of P-38 pilots escaping from pursuing Bf-109´s by pulling up in a tight right hand zoom climb, dropping combat flaps at the apex of the of the zoom to be able to turn even tighter (the P-38 had counter rotating engines so no torque effects). The Bf-109´s were unable to follow and always dropped off in a torque roll, no doubt assisted by uneven opening of the leading edge slats on the wings.
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