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Subject: Re: [FlyRotary] Switcheroo from turbo to not
References: <list-6824378@logan.com>
From: Mark Steitle <msteitle@gmail.com>
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Date: Fri, 11 Apr 2014 17:14:09 -0500
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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Sounds like a prudent plan to me.

Sent from my iPad

> On Apr 11, 2014, at 4:51 PM, shipchief@aol.com wrote:
>=20
> I went out to the Hangar last Tuesday to start installing the intercooler.=
 Well, at least to fit a few tubes and hoses, then hold up some parts and ma=
ke plans.
> As I took the air discharge tube off the compressor, I noticed the whole t=
urbo compressor & bearing assembly wiggling around on the turbine housing!
> I checked all the mounting bolts and clips, everything was tight.
> So I took the turbo off the engine, and realized that I probably cooked th=
e turbine housing. I did see EGT excursions to 1800F. What's worse, I had a n=
ew turbo blanket. I think a heat shield would have been better, so some cool=
ing air could pass over the housing, but still block radiant heat.
> Bummer.
> So I decided to go with Plan B: I ordered the bits and tube bends to switc=
h to naturally aspirated operation. I'm keeping the exhaust header that the t=
urbo sat upon, and replacing everything else past the bottom of the firewall=
, to the new pipe & muffler I recently added.
> I'm retaining the ability to 'Go Turbo' later, but I've become curious abo=
ut what the turbo must boost to equal full throttle of 'Naturally Aspirated'=
.
> I did build and have been running a tuned intake manifold. The exhaust won=
't be a tuned header, but it is pretty good, possibly better than the stock e=
xhaust reactor and a whole lot lighter. It has port discharge nozzles (rever=
sion cones) EGT probes and a gentle sweeping shape. Plus it's proven strong w=
hile carrying the weight of the turbo beyond 1800F, and it passed inspection=
. I trust it.
> So I hope to run it, find the performance satisfactory, the fuel consumpti=
on significantly reduced, and use 87 octane ethanol free mogas instead of 92=
. (low compression rotors)
> Also, I can advance the timing to the NA spec. =20
> Anyone see a problem or have advise?

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<html><head><meta http-equiv="content-type" content="text/html; charset=utf-8"></head><body dir="auto"><div>Sounds like a prudent plan to me.<br><br>Sent from my iPad</div><div><br>On Apr 11, 2014, at 4:51 PM, <a href="mailto:shipchief@aol.com">shipchief@aol.com</a> wrote:<br><br></div><blockquote type="cite"><div><font color="black" size="2" face="arial">
<div><font style="background-color: transparent;">I went out to the Hangar last Tuesday to start installing the intercooler. Well, at least to fit a few tubes and hoses, then hold up some parts and make plans.</font></div>

<div>As I took the air discharge tube off the compressor, I noticed the whole turbo compressor &amp; bearing assembly wiggling around on the turbine housing!</div>

<div>I checked all the mounting bolts and clips, everything was tight. </div>

<div>So I took the turbo off the engine, and realized that I probably cooked the turbine housing. I did see EGT excursions to 1800F. What's worse, I had a new turbo blanket. I think a heat shield would have been better, so some cooling air could pass over the housing, but still&nbsp;block radiant heat.</div>

<div>Bummer. </div>

<div>So I decided to go with Plan B: I ordered the bits and tube bends to switch to naturally aspirated operation. I'm keeping the exhaust header that the turbo sat upon, and replacing everything else&nbsp;past the bottom of the firewall, to the new pipe &amp; muffler I recently added.</div>

<div>I'm retaining the ability to 'Go Turbo' later, but I've become curious about what the turbo must boost to equal full throttle of 'Naturally Aspirated'.</div>

<div>I did build and have been running a tuned intake manifold. The exhaust won't be a tuned header, but it is pretty good, possibly better than the stock exhaust reactor and a whole lot lighter. It has port discharge nozzles (reversion cones) EGT probes and a gentle sweeping shape. Plus it's proven strong while carrying the weight of the turbo beyond 1800F, and it passed inspection. I trust it.</div>

<div>So I hope to run it, find the performance satisfactory, the fuel consumption significantly reduced, and use 87 octane ethanol free mogas instead of 92. (low compression rotors)</div>

<div>Also, I can&nbsp;advance the timing to the NA spec. &nbsp;</div>

<div>Anyone see a problem or have&nbsp;advise?</div>
</font></div></blockquote></body></html>
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