X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.3 cv=PbaBeRpd c=1 sm=1 tr=0 a=yte/Q11nAkcy3bblwNAYnw==:117 a=x7bEGLp0ZPQA:10 a=oSMvVwY2MYMA:10 a=_RQrkK6FrEwA:10 a=UKPAHat8AAAA:8 a=Ia-xEzejAAAA:8 a=K9YiWmrbAAAA:8 a=W-IJHtK-AAAA:8 a=5lucXWJGAAAA:8 a=xPyZ54XvAAAA:8 a=pGLkceISAAAA:8 a=jV3BzgDzAAAA:8 a=o1OHuDzbAAAA:8 a=jThZ7_-JAAAA:8 a=7g1VtSJxAAAA:8 a=W22HFvdxLfjf9Bu5kaMA:9 a=2fteKNGEAHSPGOw9:21 a=vYYWQPX3z2pvkqtB:21 a=QEXdDO2ut3YA:10 a=KGhxpC5zL1cA:10 a=Qa1je4BO31QA:10 a=lbVkQV85mo0A:10 a=F6a2BMeBdsAA:10 a=gvSQh4r-fQ0A:10 a=S0wkRrzPavQA:10 a=aDYRwkCqiWgWbovNCRYA:9 a=RHSvZd9LFaABGEry:21 a=7KdRvpm0ldjbaUL3:21 a=xHGvpUARi6yfGSA8:21 a=Fc6xXSS-RxGHxrvp76Qp:22 a=Urk15JJjZg1Xo0ryW_k8:22 a=4fN42X7Z35HiWFx1RDDL:22 a=PjCiafSWRo16AjQHjZXP:22 a=tjNemD4wtFR24VrVMQME:22 a=LQCduUwlY3eUW_MavTj7:22 a=9Uz93n4haClHrRxSevy5:22 a=5YQ6H4ZxyGn-KoBYtt8s:22 a=NVbvhy2gKIdozzgvQOKv:22 a=grOzbf7U_OpcSX4AJOnl:22 From: "David Leonard wdleonard@gmail.com" Received: from mail-qk1-f182.google.com ([209.85.222.182] verified) by logan.com (CommuniGate Pro SMTP 6.2.14) with ESMTPS id 510799 for flyrotary@lancaironline.net; Thu, 09 Jul 2020 17:44:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.222.182; envelope-from=wdleonard@gmail.com Received: by mail-qk1-f182.google.com with SMTP id e13so3373688qkg.5 for ; Thu, 09 Jul 2020 14:44:06 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20161025; h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=JQQTVwMSgwJEozQJmE13hcHzolDv30mexXQn7o85SCc=; b=qU62CFTf4aauGpFSET4HzVNQ6rUoyCttlRPGx+GkKkheEnlVcnfY/mz7qwzz0/nbZD KVBwB8mL2zv1QKgYb3Wld61BeImuf00BGnxTQ0Rlcm/VSDq5y+XdRNoh5/1VR3mmuZlg xYjgj/E1/GCR1MTJigKtnamJKzwp062j+Xjg+LDs5PxV6ziC3Yt4i6PmSKXH+0owH494 QUG7PgbsBZ0tNosG6qQI5Z14vHWUXZlbGzt07214EwMklJOQ0BAs313y8jW3KHzi1CrN u2/DAqz5AkIZQBXfv2GmmadpOr7JDobSdoXP/PiEUYYisNSQE1ax7mIvuDuATIU58Iyz 5PKg== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=JQQTVwMSgwJEozQJmE13hcHzolDv30mexXQn7o85SCc=; b=tnhAuWan9C0duDN+Zk1xQlXqII002P2XRpXqcMmU6OHhdTtbpjRSDkBlxIii+ADOlf QMPdJnUQfgWP3xSvEIF4yJxAsMk2ygzmwm5ruaXzmC+dUDOJMqjA4/I/9DQZcy3jrWuy 6b6ULDqyEEpUP37DjMH16pEIhyGEmyq000OFfTeXLHaCF1LeFDhbVkrN34bjFD1HAWQ6 wuxb0/FChl5jEvlZqOTuYxTcVn4YhOShNDQGHnCxW/RldbQ5J/492GiT9nikgNPtI2/Z wpfWzWpz4rp3T3swmMp5svrFfmlKASQzp8tC58dGX4BZ/MvxOgXJQgIj8YJFZZArgxKF jypg== X-Gm-Message-State: AOAM5324ef0QbPxkM8+hsUmxxU34y16tL+ICjFdAkPfTBYFc2RYy9QOB auCC/w1KQSoHssOmVjKN4DYoSv7kAEJrzkx1yjkmrzC1 X-Google-Smtp-Source: ABdhPJyiCiZSbAJb+NK/zihSzgXXvuLmPrdhIHGgXtI+h8rQ1VX9d/OYB8l0AW7vsMVH1tkL4EulbDCnvxo9tSScu5g= X-Received: by 2002:a37:b83:: with SMTP id 125mr62208380qkl.96.1594331029275; Thu, 09 Jul 2020 14:43:49 -0700 (PDT) MIME-Version: 1.0 References: In-Reply-To: Date: Thu, 9 Jul 2020 14:43:37 -0700 Message-ID: Subject: Re: [FlyRotary] Re: Mufflers To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="000000000000a7bd3405aa091ede" --000000000000a7bd3405aa091ede Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Burns Stainless has the 304 available in that diameter. In my experience it works fine except perhaps as an exhaust manifold. I have some further back in my exhaust system and it is holding up fine (16G, but I bet 18G and 20G wold work too.) Dave Leonard On Thu, Jul 9, 2020 at 10:00 AM Bobby J. Hughes bhughes@qnsi.net < flyrotary@lancaironline.net> wrote: > Thanks Matt. Hopefully you can return home before it gets cold. Looking > forward to flight testing results. I suspect excessive back pressure is w= hy > Mark=E2=80=99s attempt failed and caused excessive EFT=E2=80=99s. I think= he was seeing > 1850 +F with his normal mixture settings. He rebuilt the engine and > switched back to his previous muffler. I think any 2.75=E2=80=9D 321 tub= ing would > have to be rolled and welded. It doesn=E2=80=99t appear to be available a= ny longer. > > > > Bobby > > > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] > *Sent:* Wednesday, July 08, 2020 7:10 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: Mufflers > > > > Sadly, by the time the welder and I finished, I only got about 2 hours on > the plane before I had to pack up my winter trip. I was planning to go ba= ck > in March to FL (I live in Canada) to start flying off the 25 hours, but y= ou > know how that all went. So I'm just sitting here waiting for the borders = to > open up and fly my plane! > > Early conclusion is it worked pretty darn good. I'd say I'm equivalent to > an IO-360, maybe a tad quieter. Also on ground testing only, I quickly > mocked up a long tube under the plane with holes drilled in it (with the > end capped off), and it pretty much got rid of all the engine noise, only > prop noise. Haven't flown with that yet. One thing I still want to do is > test the backpressure. Making sure the CAN has enough holes inside. > > The best price I found on 321 was from ProFabrication. I went with 2.75" > 20ga (0.035") on the downpipe & outlet. > > https://www.profabrication.com/index.php/products/straight-tubing/321-sta= inless-steel.html > > I did use SPD Exhaust for the double slip joints at the primaries and > downpipe. 2" 16ga (0.06") > http://www.spdexhaust.com/pdfs/22-23_Tubing.pdf > > For the CAN, McMasterCarr 24"x24" 18ga (0.05") rolled into I think a 5 or > 5.5" can. You can go heavier ga, I just guessed. > https://www.mcmaster.com/1754T51/ > > - Matt Boiteau > > > > > > On Wed, Jul 8, 2020 at 2:35 PM Bobby J. Hughes bhughes@qnsi.net < > flyrotary@lancaironline.net> wrote: > > I=E2=80=99m at the exhaust header stage in my S21 FWF build. I=E2=80=99m = considering a > traditional header, 3-1 merge collector with 1.75=E2=80=9D primaries to = a 2.5=E2=80=9D > tube. I=E2=80=99m trying to be very weight conscious and looking for poss= ible > alternatives. The CA manifold can likely be built for nearly the same > weight as the header design in the picture. I=E2=80=99m a little concerne= d with the > tangential design. Mark S. built and tested one on his 20B. It ran hot an= d > caused the outer water jacket seals to fail. Mark was not running a > wideband so he couldn=E2=80=99t see a clear relationship between F/A and = EGT=E2=80=99s. He > may have be running at or near peak EGT=E2=80=99s. EGT=E2=80=99s for the = renesis can be > kept to between 1500F -1600F with a little extra or a little less fuel. I > will like install the coolant radiator on the belly so adding an external > muffler would keep it off centerline. > > > > I have located some reasonable priced Inconel 625 0.040 sheets. If rolled > into a 5-6=E2=80=9D tube, would this thickness be sufficient for a muffle= r shell or > the CA / tangential manifold tube? > > > > Matt, > > > > How is your CA header holding up? > > > > Thanks, > > > > Bobby > > > > *From:* Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] > *Sent:* Saturday, January 25, 2020 7:53 PM > *To:* Rotary motors in aircraft > *Subject:* [FlyRotary] Re: Mufflers > > > > Okay so after 2 full days of having our welder out, finally brought the > CAD design to life. Except both days were all nighters, so I was too tire= d > and busy to take 'in progerss' pictures. Was tricky to build, which made > the hourly welding cost sky high, more then the engine itself. Hopefully > that means I can save money in the future on hearing aids. > > Thanks Charlie for the tip on the spectrum analyzer. I didn't get any > before numbers, but it's all low Hz now. That harsh high pitch is gone. > Db's are still there, but I'd say with just the muffler design, it's > comparable to typical lycoming. I can start to hear the prop noise over t= he > engine noise. I measured back pressure around 3.5psi @ 2200rpm prop. > > I ran out of time to flight test the long pipe under the airplane. I > quickly held it up with my hands and the exhaust pretty much disappeared > with the prop taking over the noise. Before flying, I want to add > backpressure gauge to that part and drill holes to find a balance between > backpressure and noise. > > > > SO the "header" muffler should make quite like any other plane, and the > "under belly" pipe will make you standout in silence. > > > > Since this email type newsletter is from the dinosaur ages, I'll add > pictures and video to > https://www.homebuiltairplanes.com/forums/threads/exhaust-within-subcowl.= 30848/page-2#post-512762 > > > > - Matt Boiteau > > On 2020-01-18 5:29:51 PM, Matt Boiteau wrote: > > Have started on the exhaust. Made all three primaries 2" double slip > joints (that alone took almost a whole day with welder). The big can (CA > - Centrifugal Accumulator) rolled into a 5" can and we'll secure it to th= e > engine with straps. > > The inside pipe is 2.75" which has an area of 5.94sq". I'm not sure if > there's a magic number, but all the holes I drilled equaled to just under > double the area (11sq"). Most are 3/8, but I did add some 1/2 to get the > total area up. Could we get away with drilling less holes? Not sure. I'll > be able to drill out one side end of the CA and pull out the inner tube a= nd > change out. Will experiment later with less holes and monitor back > pressure. Will weld a npt bung on the CA and use the wideband bung to > measure the different. > > The previous exhaust with just an Aero Turbine 2525XL, measured ~113dBA. > With nothing, was closer to 120dBA. Funny around 2000 prop rpm was louder > then at 2300 full static. > > *Error! Filename not specified.* > > > > - Matt Boiteau > > On 2020-01-07 12:19:23 AM, Matt Boiteau mattboiteau@gmail.com < > flyrotary@lancaironline.net> wrote: > > Okay I'll make all 3 primary tubes (2" diameter) all double slip fit. > Welding batwing tabs (picture below) on to either side on the slips, will > hold the muffler to the header but allow expansion. > > > > Having troubles finding 2.75" bends in 321, so I might have to just switc= h > to 3" downpipe that is more common. Vband clamp before downpipe for easie= r > removal and under the plane to allow adding additional exhaust setups (lo= ng > pipe with holes drilled in it, fishmouth tailpipe, etc) > > > I found a company that makes flex bellows in 321. I'm just not sure if I > should have it vertical on the downpipe or close to the muffler horizonta= l > before the first 90degree bend downwards. > > https://www.aceraceparts.com/products/3-000-flex-bellow-assembly-321-stai= nless?variant=3D11067135556 > > *Error! Filename not specified.* > > > > > > Batwing tabs > > *Error! Filename not specified.* > > > > - Matt Boiteau > > On 2020-01-03 4:22:18 PM, Neil Unger 12348ung@gmail.com < > flyrotary@lancaironline.net> wrote: > > Mat, > > As usual I have no idea. I made all 3 slip joints and > to date no grief in that area. I am coming around to the stock manifold = in > some way. Yes it is heavy, but appears to muffle the noise as well. Kno= w > of 2 installations that use the stock manifold with a simple muffler afte= r > and both claim "acceptable" noise. It appears that the stock manifold has= a > big influence on noise?? Would prefer a DB reading, but if not available > it is what it is. All is compromise, weight, cost, time, but at the end = of > the day it has to work. > > Still working on the turbo even though the world is on holidays. All to > save my hearing. So far the rotary is definitely "unique" as far as a > turbo is concerned. The heat generated exceeds all else. Two things to > date -- special exhaust wheel and water cooled bearing body =3D, all for > heat. Have modified the stock front plate on the renesis to take an > electric water pump. That is the simple bit. > > Neil. > > On 1/4/2020 5:37 AM, Matt Boiteau mattboiteau@gmail.com wrote: > > okay I found a good company called SPD Exhaust. They have everything you > need in 321ss. > > With the engine being an RX8, we have three exhaust ports. Should I weld > the front and back solid to the muffler, and make the middle one a slip f= it > for expansion? Or vice-vesa? > > *Error! Filename not specified.* > > > > - Matt Boiteau > > On 2019-12-28 11:03:42 AM, Finn Lassen finn.lassen@verizon.net > wrote: > > I did something similar with my RV-3 13B decades ago. It split open at th= e > welds around one of the pipes from the manifold into the the big outer > tube. True, it did use individual manifold base plates, not the connected > factory manifold and the big tube was only 0.035. > > Still, I would recommend slip joints on two of the three pipes, like I > added on one of the pipes (cut through and a surrounding bigger pipe -- > missing in picture). > > *Error! Filename not specified.* > > Can't remember why I went from the above to individual runners into a > perforated pipe under the fuselage. Probably got lured by promise of > increased power by tuned lengths and still uncomfortable by the muffler > being inside the cowling. > > Finn > > On 12/28/2019 12:10 AM, Matt Boiteau mattboiteau@gmail.com wrote: > > This is what I'm going to try in a few weeks. > > "*Exhaust valve opens and a pulse of hot gas puffs out through a short > pipe, then **tangentially** into a cylindrical canister. Being > tangential, the pulse flattens out and travels **helically** (rather than > bouncing and reverberating around) along the inside curved wall of the ca= n, > spiraling toward the exit, where it comes out more uniform in flow and so > pretty quiet."* > > > > Outer pipe =3D 321 ss 0.050 thick. Flat plate bent to a 5" tube > > Inner pipe =3D 321 ss 0.036 thick. 2.5" diameter > > (I might use 302ss 0.065 since I already have it) > > > > From my understanding, the area of the holes should be double the area of > the inner pipe. > > > > - Matt Boiteau > > > > > > *Disclaimer* > > The information contained in this communication from the sender is > confidential. It is intended solely for use by the recipient and others > authorized to receive it. If you are not the recipient, you are hereby > notified that any disclosure, copying, distribution or taking action in > relation of the contents of this information is strictly prohibited and m= ay > be unlawful. > > This email has been scanned for viruses and malware, and may have been > automatically archived by *Mimecast Ltd*, an innovator in Software as a > Service (SaaS) for business. Providing a *safer* and *more useful* place > for your human generated data. Specializing in; Security, archiving and > compliance. To find out more Click Here > . > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > > --000000000000a7bd3405aa091ede Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Burns Stainless has the 304 available in that diameter.=C2= =A0 In my experience it works fine except perhaps as an exhaust manifold.= =C2=A0 I have some further back in my exhaust system and it is holding up f= ine (16G, but I bet 18G and 20G wold work too.)

Dave Leo= nard

On Thu, Jul 9, 2020 at 10:00 AM Bobby J. Hughes bhughes@qnsi.net <flyrotary@lancaironline.net> wrote:

Thanks Matt.=C2=A0 Hopefully you can return home before it gets cold. Look= ing forward to flight testing results. I suspect excessive back pressure is= why Mark=E2=80=99s attempt failed and caused excessive EFT=E2=80=99s. I th= ink he was seeing 1850 +F with his normal mixture settings. He rebuilt the = engine and switched back to his previous muffler.=C2=A0 I think any 2.75=E2= =80=9D 321 tubing would have to be rolled and welded. It doesn=E2=80=99t ap= pear to be available any longer.

=C2=A0

Bobby

=C2=A0=

From: Rotary motors in aircraft [mailto:flyrotary@lancair= online.net]
Sent: Wednesday, July 08, 2020 7:10 PM
To:= Rotary motors in aircraft
Subject: [FlyRotary] Re: Mufflers<= u>

=C2=A0

Sadly, by the time the welder and I finished, I onl= y got about 2 hours on the plane before I had to pack up my winter trip. I = was planning to go back in March to FL (I live in Canada) to start flying o= ff the 25 hours, but you know how that all went. So I'm just sitting he= re waiting for the borders to open up and fly my plane!

Early conclu= sion is it worked pretty darn good. I'd say I'm equivalent=C2=A0to = an IO-360, maybe a tad quieter. Also on ground testing only, I quickly mock= ed up a long tube under the plane with holes drilled in it (with the end ca= pped off), and it pretty much got rid of all the engine noise, only prop no= ise. Haven't flown with that yet. One thing I still want to do is test = the backpressure. Making sure the CAN has enough holes inside.

The b= est price I found on 321 was from ProFabrication. I went with 2.75" 20= ga (0.035") on the downpipe & outlet.
https://www.profabrication.com/index.php/products/stra= ight-tubing/321-stainless-steel.html

I did use SPD Exhaust for t= he double slip joints at the primaries and downpipe. 2" 16ga (0.06&quo= t;)
http://www.spdexhaust.com/pdfs/22-23_Tubing.pdf=C2=A0=C2=A0=

For the CAN, McMasterCarr 24"x24" 18ga (0.05") rolle= d into I think a 5 or 5.5" can. You can go heavier ga, I just guessed.= =C2=A0
h= ttps://www.mcmaster.com/1754T51/=C2=A0=C2=A0

- Matt Boiteau=

<= /u>=C2=A0

=C2=A0

On Wed, Jul 8, 2020 at 2:35 PM Bobby J. Hugh= es bhughes@qnsi.net <fly= rotary@lancaironline.net> wrote:

I=E2=80=99m at the exha= ust header stage in my S21 FWF build. I=E2=80=99m considering a traditional= header, =C2=A03-1 merge collector with 1.75=E2=80=9D primaries to a 2.5=E2= =80=9D tube. I=E2=80=99m trying to be very weight conscious and looking for= possible alternatives. The CA manifold can likely be built for nearly the = same weight as the header design in the picture. I=E2=80=99m a little conce= rned with the tangential design. Mark S. built and tested one on his 20B. I= t ran hot and caused the outer water jacket seals to fail. Mark was not run= ning a wideband so he couldn=E2=80=99t see a clear relationship between F/A= and EGT=E2=80=99s.=C2=A0 He may have be running at or near peak EGT=E2=80= =99s. EGT=E2=80=99s for the renesis can be kept to between 1500F -1600F wit= h a little extra or a little less fuel. I will like install the coolant rad= iator on the belly so adding an external muffler would keep it off centerli= ne.

=C2=A0

I have located some reasonab= le priced Inconel 625 0.040 sheets. If rolled into a 5-6=E2=80=9D tube, wou= ld this thickness be sufficient for a muffler shell or the CA / tangential = manifold tube?

=C2= =A0

Matt,<= /u>

=C2=A0

How is your CA header holding up?=

=C2=A0

Thanks,

=C2=A0

Bobby

=C2= =A0

From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.ne= t]
Sent: Saturday, January 25, 2020 7:53 PM
To: Ro= tary motors in aircraft
Subject: [FlyRotary] Re: Mufflers<= u>

=C2=A0

Okay so after 2 full days of having our= welder out, finally brought the CAD design to life. Except both days were = all nighters, so I was too tired and busy to take 'in progerss' pic= tures. Was tricky to build, which made the hourly welding cost sky high, mo= re then the engine itself. Hopefully that means I can save money in the fut= ure on hearing aids.

Thanks Charlie for the tip on the=C2=A0spectrum= analyzer. I didn't get any before numbers, but it's all low Hz now= . That harsh high pitch is gone. Db's are still there, but I'd say = with just the muffler design, it's comparable to=C2=A0typical=C2=A0lyco= ming. I can start to hear the prop noise over the engine noise. I measured = back pressure around 3.5psi @ 2200rpm prop.

I ran out of time to fli= ght test the long pipe under the airplane. I quickly held it up with my han= ds and the exhaust pretty much disappeared with the prop taking over the no= ise. Before flying, I want to add backpressure gauge to that part and drill= holes to find a balance between backpressure and noise.

=C2=A0

SO the "header" muffler should make quite like = any other plane, and the "under belly" pipe will make you standou= t in=C2=A0silence.

= =C2=A0

Since this em= ail type newsletter is from the=C2=A0dinosaur=C2=A0ages, I'll add pictu= res and video=C2=A0to=C2=A0https://www.homebuiltairplanes.co= m/forums/threads/exhaust-within-subcowl.30848/page-2#post-512762=

=C2=A0

- Matt Boiteau

=

On 2020-01-18 5:29:51 PM, Matt Boiteau <mattboiteau@gmail.com> wrote:<= /u>

Have started on the e= xhaust. Made all three primaries 2" double slip joints (that alone too= k almost a whole day with welder). The big can (CA -=C2=A0Centrifugal Accum= ulator) rolled into a 5" can and we'll secure it to the engine wit= h straps.

The inside pipe is 2.75" which has an area of 5.94sq&= quot;. I'm not sure if there's a magic number, but all the holes I = drilled equaled to just under double the area (11sq"). Most are 3/8, b= ut I did add some 1/2 to get the total area up.=C2=A0Could we get away with= drilling less holes? Not sure. I'll be able to drill out one side end = of the CA and pull out the inner tube and change out. Will=C2=A0experiment= =C2=A0later=C2=A0with less holes and monitor back pressure. Will weld a npt= bung on the CA and use the wideband bung to measure the different.

= The previous exhaust with just an=C2=A0Aero Turbine 2525XL, measured ~113dB= A. With nothing, was closer to 120dBA. Funny around 2000 prop rpm was loude= r then at 2300 full static.=C2=A0

Error! Filename not specified.<= /b>

=C2=A0

- Matt Boiteau=

On 2020-01-07 12:19:23 AM, Matt Boiteau mattboiteau@gmail.com <flyrotary@lancaironline.ne= t> wrote:

Okay I'll make all 3 primary tubes (2" diameter) all d= ouble slip fit. Welding=C2=A0batwing=C2=A0tabs (picture below) on to either= side on the slips, will hold the muffler to the header but allow expansion= .

=C2=A0

Having troubles finding 2.75&qu= ot; bends in 321, so I might have to just switch to 3" downpipe that i= s more common. Vband clamp before downpipe for easier removal and under the= plane to allow adding additional exhaust setups (long pipe with holes dril= led in it, fishmouth tailpipe, etc)


I found a company that makes flex bellows in 321. I'= ;m just not sure if I should have it vertical on the downpipe or close to t= he muffler horizontal before the first 90degree bend downwards.
https://www.aceraceparts.c= om/products/3-000-flex-bellow-assembly-321-stainless?variant=3D11067135556<= /a>

Error! Filename no= t specified.

On 2020-01-03 4:22:18 PM, Neil Unger 12348ung@gmail.com <flyrotary@lancaironli= ne.net> wrote:

Mat,

=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0=C2= =A0=C2=A0=C2=A0=C2=A0=C2=A0=C2=A0 As usual I have no idea.=C2=A0 I made all= 3 slip joints and to date no grief in that area.=C2=A0 I am coming around = to the stock manifold in some way.=C2=A0 Yes it is heavy, but appears to mu= ffle the noise as well.=C2=A0 Know of 2 installations that use the stock ma= nifold with a simple muffler after and both claim "acceptable" no= ise. It appears that the stock manifold has a big influence on noise??=C2= =A0 Would prefer a DB reading, but if not available it is what it is.=C2=A0= All is compromise, weight, cost, time, but at the end of the day it has to= work.=C2=A0

Still working on the turbo even thoug= h the world is on holidays.=C2=A0 All to save my hearing.=C2=A0 So far the = rotary is definitely "unique" as far as a turbo is concerned.=C2= =A0 The heat generated exceeds all else.=C2=A0 Two things to date -- specia= l exhaust wheel and water cooled bearing body =3D, all for heat.=C2=A0 Have= modified the stock front plate on the renesis to take an electric water pu= mp.=C2=A0 That is the simple bit.

Neil.

On 1/4/2020 5:37 AM, Matt Boiteau mattboiteau@gmail.c= om wrote:

= okay I found a good company called SPD Exhaust. They have everything you ne= ed in 321ss.

With the engine being an RX8, we have three exhaust por= ts. Should I weld the front and back solid to the muffler, and make the mid= dle one a slip fit for expansion? Or vice-vesa?

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=C2=A0

- Matt Boiteau=

On 2019-12-28 11:03:42 AM, Finn Lassen <= a href=3D"mailto:finn.lassen@verizon.net" target=3D"_blank">finn.lassen@ver= izon.net <flyrotary@lancaironline.net> wrote:

<= div>

I did something similar with my RV-3 13B decad= es ago. It split open at the welds around one of the pipes from the manifol= d into the the big outer tube. True, it did use individual manifold base pl= ates, not the connected factory manifold and the big tube was only 0.035.
Still, I would recommend slip joints on two of the three pipes, like = I added on one of the pipes (cut through and a surrounding bigger pipe -- m= issing in picture).

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Can= 't remember why I went from the above to individual runners into a perf= orated pipe under the fuselage. Probably got lured by promise of increased = power by tuned lengths and still uncomfortable by the muffler being inside = the cowling.

Finn

On 12/28/2019 12:10 AM, Matt Boiteau mattboiteau@gmail.com<= /a> wrote:

This is what I'= ;m going to try in a few weeks.=C2=A0

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=

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