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Kelly et al;
My turbocharger is a Turbonetics 60-1 with a centerline scroll turbine housing. If I recall correctly, it's based on a T-4 turbine with a watercooled bearing housing. I selected it as a somewhat oversized and 'lazy' turbo after learning that stock turbos run too fast and don't last in service.
Because I have an older Tracy Crook reduction gear, RD-1 with 4 planet, I'm limited to 200 continuous HP. I don't have an intercooler yet.
I have a Catto 2 blade prop, identical to that used on RV-8's with a 180 HP O-360, except left hand turning. I expect it to absorb 200 HP @ about 2900 RPM. (6351 engine RPM?) which should be possible.
I have a Fred Breese engine mount. I see his web page is gone, can anyone tell me how he is and if he is still involved with aviation?
I made my own exhaust manifold because none of the stock or aftermarket manifolds I found would fit Fred's mount.
That's the most significant feature on my engine. I cut , drilled and ground my header flange out of a 3/8" X 6" piece of 304 stainless bar stock, and using the talent of a local custom welder, had Burnes 321 Stainless cones welded into it in the approved manner, bead on the hot side. These are 2" at the flange and taper to 1-3/4" and dump into what you see in the pictures; a 2-1/2" 321 SS upswept 'Y' to the turbo mount flange. The 2-1/2" tubes are welded on the outside, but are protected from direct flame impingement by the cone nozzles.The turbo is also supported from 'pealing away' from the engine by a pair of 1/2" straps welded from the header flange to the turbo flange at the top. This is intended as a structural turbo mount, no additional support brackets. The Oxygen sensor is in the collecting cone on the turbo outlet flange. It heats up and reads quickly. The exhaust note is not excessive or harsh.....says me. Don't ask my neighbor!
I turned the turbo around from the auto orientation, so the air filter is at the front in the cool air stream, and the exhaust pipe faces aft and slants down to the center of the cowl air outlet. I have a heat muff for this down pipe that might possibly fit and supply heated air centered between the rudder pedals? Some fitting required!
The other interesting feature is the intake manifold. It's a Paul Lamar lower intake casting. I fabricated the tube and plenum assembly, but may have dropped the ball where the throttle body admits air at the back. I was building without intending to use the turbo up to this point. Here I'll have to admit I changed my mind about the turbo a few times while building. Otherwise the intake manifold would have been a simple log type, lighter, and taking up less room. Anyway I suppose I have ruined some of the dynamic effect with an incorrect plenum, but it made the induction plumbing possible. This last week I moved the secondary injectors to the lower casting, and I can change it to a log manifold later if some reason to do so comes up.
I attached a 'small' picture if the exhaust header as an (aol email) attachment, I hope it comes thru. I think it was all fabricated, but not yet welded when I took it.
I'm pleased to say it passed a full dismount inspection after about .5 hours ground running........
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