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Hmmm.
any idea on the firewall forward weight? Whats the standard stock engine for
you're plane?
How
much could you loose with a carbon fiber cowl?
No idea about the current FWF
weight, but the extra is primarily in the turbo, radiator,
and XXL cowling. I know nothing about carbon fiber.
The RV-3 was designed for an O-290, but will also take an O-320. The
O-320 folks are also at the forward CG, but that's with the battery forward of
the spar. I put mine in the very back of the baggage compartment, which is
the only thing that saved my CG.
Right.
My input says that an intercooler is essential. Perhaps you don't need it at
altitude, but you do at sea level.
Then the turbo has to go,
simple as that :-) Seriously, it will all depend on the
intake air temp at the desired takeoff power level, which I have no way of
measuring at the moment. My initial thought was that I wouldn't need boost
at low altitude, but I'm finding that to be incorrect.
Excuse
me? I've always used regular in my Saab turbo. I think most NA 3B drivers run
regular. Are you saying high test is essential for a turbo?
I have no idea about Saabs, but I
suspect that your ECU will detect knock, and reduce timing as necessary.
Look through your manual again, and I'd bet that it says something about using
premium for best performance. To my knowledge, NA 13B's do not need
anything more than the cheapest gas you can find. I don't know what Mazda
recommends for an FC turbo, but I know that premium is a requirement for
the twin turbo FD. It's my understanding that piston
engines can generally tolerate far more detonation than rotary
engines.
> I ask myself every day why
I'm worrying about 7 psi
What
answer do you get from yourself?
Because I don't want to break an
apex seal just past the departure end of the
runway.
Cheers,
Rusty
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