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From: "Kelly Troyer" <keltro@att.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject:  N.A. Renesis to turbo
Date: Sat, 13 Feb 2010 15:28:42 +0000
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Don,
  Curious what the A/R ratio of your "On Center" TO4 exhaust turbine housin=
g is ?.............
Most of the recommendations from those of the group flying ahead or behind =
the TO4 range
from about .96 to 1.15 A/R ratio..............Will be interested in your rp=
m/mp numbers when
you get airborne................=20
--
Kelly Troyer=20
"Dyke Delta"_13B ROTARY Engine=20
"RWS"_RD1C/EC2/EM2=20
"Mistral"_Backplate/Oil Manifold=20


-------------- Original message from shipchief@aol.com: --------------=20


Don,
I'm just a bit ahead of where you want to go, but way behind on the rest of=
 the plane. I'm wingless in the garage at home, test running in the yard wi=
th the tail tied to a cedar tree.
I'm building an RV-8 with a turbo 13b. I welded up my own exhaust manifold =
mounting a Turbonetics 60-1 using an 'on center' TO-4 turbine housing. The =
compresor faces forward and  a cone shaped K&N filter is direct mounted to =
the compressor housing. The exhaust is an S shaped 2.25" pipe that crosses =
in front of the firewall and exits out the center of the cooling air exit (=
cowl flap area) parrallel to the sheet metal ramp. The pipe is supported wi=
th a clevis to the engine mount plate (between the block and oil pan) so it=
 all moves in harmony with the engine/turbo, yet can grow a bit from heat. =
So far the turbo muffles the engine fairly well.....but I have not gone to =
War Emergency Power.....yet.
I 'borrowed' David Leonards radiator advice, and mounted it under the chin,=
 making a fairly generous scoop, which I tested today.
the oil cooler is mounted on the right side and uses the entire airflow fro=
m the right cowl cheek opening. Separate air paths for radiator and oil coo=
ler helped solve my previous cooling failure.
I ground ran for 20 minutes today, building up RPM as it warmed up, and the=
 temps are stable. I chickened out and held at 3850 RPM for the last 5 minu=
tes, the highest I've gone yet. water temp stable @ 154F, Oil stable at 172=
F. Tracy's engine monitor gives direct HP readout based on fuel flow, so it=
 varies as you adjust the mixture, but I ran up to about 50HP with firm tem=
perature control. This was very exciting for me becuase it's enough power t=
hat the fuselage is starting to buck and shake like there might be some pow=
er there, and promises of more.
I have not done anything with the left cowl cheek opening yet. Air entering=
 here goes right to the tubo air filter, and washes over the fuel injectors=
, turbo assembly, and spills out the bottom with the heated radiator air.
To keep from choking the heated radiator air, I'm thinking of making a duct=
 to carry the left cheek air out the left side of the cowl, where I could m=
ount an intercooler. I've trial fitted a stock Mazda intercooler here, I wo=
uld need to remake the air tubes into/out of it. The important part of this=
 is cooling the fuel system and isolating the turbo heat from anything it c=
ould damage. Dave warned me of this early on, and I have not forgotten it.
You can see my progress at: http://gallery.eaa326.org/members/semery/
Constructive comments are always welcome!
Scott
PS, I'm working very hard to keep this simple and light. Weight adds up fas=
t!

=20
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<DIV></DIV>
<DIV>Don,</DIV>
<DIV>&nbsp; Curious what the A/R ratio of your "On Center" TO4 exhaust&nbsp=
;turbine housing is ?.............</DIV>
<DIV>Most of the recommendations from those of the group flying ahead or be=
hind the TO4 range</DIV>
<DIV>from about .96 to 1.15 A/R ratio..............Will be interested in yo=
ur rpm/mp numbers when</DIV>
<DIV>you get airborne................&nbsp;</DIV>
<DIV id=3Dsignature class=3Dsignature>--<BR>Kelly Troyer <BR>"Dyke Delta"_1=
3B ROTARY Engine <BR>"RWS"_RD1C/EC2/EM2 <BR>"Mistral"_Backplate/Oil Manifol=
d <BR><BR><BR><BR></DIV><!--&lt;BR&gt;-->
<DIV>&nbsp;</DIV>
<BLOCKQUOTE style=3D"BORDER-LEFT: #1010ff 2px solid; PADDING-LEFT: 5px; MAR=
GIN-LEFT: 5px">-------------- Original message from shipchief@aol.com: ----=
---------- <BR><BR><FONT color=3Dblack size=3D2 face=3Darial>
<DIV><FONT face=3D"Arial, Helvetica, sans-serif">Don,</FONT></DIV>
<DIV>I'm just a bit ahead of where you want to go, but way behind on the re=
st of the plane. I'm wingless in the garage at home, test running in the ya=
rd&nbsp;with the tail tied to a cedar tree.</DIV>
<DIV>I'm building an RV-8 with a turbo 13b. I welded up my own exhaust mani=
fold&nbsp;mounting a Turbonetics 60-1 using an 'on center' TO-4 turbine hou=
sing. The compresor faces forward and&nbsp; a cone shaped K&amp;N filter is=
 direct mounted to the compressor housing. The exhaust is an S shaped 2.25"=
 pipe that crosses in front of the firewall and exits out the center of the=
 cooling air exit (cowl flap area) parrallel to the sheet metal ramp.&nbsp;=
The pipe is supported with a clevis to the engine mount plate (between the =
block and oil pan) so it all moves in harmony with the engine/turbo, yet ca=
n grow a bit from heat. So far the turbo muffles the engine fairly well....=
.but I have not gone to War Emergency Power.....yet.<BR>I 'borrowed' David =
Leonards radiator advice, and mounted it under the chin, making a fairly ge=
nerous scoop, which I tested today.</DIV>
<DIV>the oil cooler is mounted on the&nbsp;right side and uses the&nbsp;ent=
ire airflow from the right cowl cheek opening. Separate air paths for radia=
tor and oil cooler helped solve my previous cooling failure.</DIV>
<DIV>I ground ran for 20 minutes today, building up RPM as it warmed up, an=
d the temps are stable. I chickened out and held at 3850 RPM for the last 5=
 minutes, the highest I've gone yet. water temp stable @ 154F, Oil stable a=
t 172F. Tracy's engine monitor gives direct HP readout based on fuel flow, =
so it varies as you adjust the mixture, but I&nbsp;ran up to&nbsp;about 50H=
P with firm temperature control. This was very exciting for me becuase it's=
 enough power that the fuselage is starting to buck and shake like there mi=
ght be some power there, and promises of more.</DIV>
<DIV>I have not done anything with the left cowl cheek opening yet. Air ent=
ering here goes right to the tubo air filter, and washes over the fuel inje=
ctors, turbo assembly, and spills out the bottom with the heated radiator a=
ir.</DIV>
<DIV>To keep from choking the heated radiator air, I'm thinking of making a=
 duct to carry the left cheek air out the left side of the cowl, where I co=
uld mount an intercooler. I've trial fitted a stock Mazda intercooler here,=
 I would need to remake the air tubes into/out of it.&nbsp;The important pa=
rt of this is cooling the fuel system and isolating the turbo heat&nbsp;fro=
m anything it could damage. Dave warned me of this early on, and I have not=
 forgotten it.</DIV>
<DIV>You can see my progress at: <A href=3D"http://gallery.eaa326.org/membe=
rs/semery/">http://gallery.eaa326.org/members/semery/</A></DIV>
<DIV>Constructive comments are always welcome!</DIV>
<DIV>Scott</DIV>
<DIV>PS, I'm working very hard to keep this simple and light. Weight adds u=
p fast!</DIV>
<DIV><BR>&nbsp;</DIV>
<DIV style=3D"CLEAR: both"></DIV><BR><BR></FONT></BLOCKQUOTE>
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