X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-junco.atl.sa.earthlink.net ([209.86.89.63] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6824418 for flyrotary@lancaironline.net; Fri, 11 Apr 2014 18:56:59 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.63; envelope-from=n360tg@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=bB72V85IoPBhVTVl01al3AUjon+W24n99/O//ZHdJz2C55iBezeoNgQtluxXOGf8; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [166.147.111.122] (helo=[172.20.10.2]) by elasmtp-junco.atl.sa.earthlink.net with esmtpsa (TLSv1:AES128-SHA:128) (Exim 4.67) (envelope-from ) id 1WYkMq-0007Cw-BU for flyrotary@lancaironline.net; Fri, 11 Apr 2014 18:56:16 -0400 From: Thomas Giddings Mime-Version: 1.0 (Apple Message framework v1085) Content-Type: multipart/alternative; boundary=Apple-Mail-12-190462314 Subject: Re: [FlyRotary] Re: Switcheroo from turbo to not Date: Fri, 11 Apr 2014 18:56:13 -0400 In-Reply-To: To: "Rotary motors in aircraft" References: Message-Id: X-Mailer: Apple Mail (2.1085) X-ELNK-Trace: 77b0437ff618fec294f5150ab1c16ac0b4de374c5ae8ff79785cb17e6a012df6bf2e63546775bd83350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 166.147.111.122 --Apple-Mail-12-190462314 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Ok...We all gotta know..which ECU and did your fuel burn increase>:) KIND REGARDS Thomas Giddings n360tg@earthlink.net 727 858 1772 On Apr 11, 2014, at 6:28 PM, Neil Unger wrote: > Your EGT is interesting. I could easily get up to 1850 degrees at = WOT. over about 5 hours I managed to burn out 2 sets of EGT probes due = to heat. Then I managed to stuff up Tracy;s ECU which mandated a return = for repair. While waiting for it=92s return I had the offer of a = different ECU. Once wired in and set I found that the max EGT that I = now get is 1725 degrees. Nothing else has been changed. The only = difference between this unit and Tracy=92s is that this has a trigger = box which I suspect gets the spark away just that fraction quicker and = may in fact make the spark advanced over Tracy=92s. The new unit sits = at 27 degrees BTDC at WOT. Would like Tracy to chime in on this one as = my expertise is mechanical, certainly not electrical. It may also be = imagination, but the exhaust seems quieter. Neil. > =20 > From: Mark Steitle > Sent: Saturday, April 12, 2014 8:14 AM > To: Rotary motors in aircraft > Subject: [FlyRotary] Re: Switcheroo from turbo to not > =20 > Sounds like a prudent plan to me. >=20 > Sent from my iPad >=20 > 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 make plans. >> As I took the air discharge tube off the compressor, I noticed the = whole turbo 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 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 block = radiant heat. >> Bummer. >> 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 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 about 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 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. >> 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) >> Also, I can advance the timing to the NA spec.=20 >> Anyone see a problem or have advise? --Apple-Mail-12-190462314 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252
KIND = REGARDS
Thomas Giddings
72= 7 858 1772



On Apr 11, 2014, at 6:28 PM, Neil Unger wrote:

Your EGT is interesting.  I could easily get up to 1850 = degrees at=20 WOT.  over about 5 hours I managed to burn out 2 sets of EGT probes = due to=20 heat.  Then I managed to stuff up Tracy;s ECU which mandated a = return for=20 repair.  While waiting for it=92s return I had the offer of a = different=20 ECU.  Once wired in and set I found that the max EGT that I now get = is 1725=20 degrees.  Nothing else has been changed.  The only difference = between=20 this unit and Tracy=92s is that this has a trigger box which I suspect = gets the=20 spark away just that fraction quicker and may in fact make the spark = advanced=20 over Tracy=92s.  The new unit sits at 27 degrees BTDC at  = WOT. =20 Would like Tracy to chime in on this one as my expertise is mechanical,=20= certainly not electrical.   It may also be  imagination, = but the=20 exhaust seems quieter.   Neil.
 
Sent: Saturday, April 12, 2014 8:14 AM
Subject: [FlyRotary] Re: Switcheroo from turbo to=20 not
 
Sounds like a prudent plan to me.

Sent from my iPad

On Apr 11, 2014, at 4:51 PM, shipchief@aol.com = wrote:

I went out to the = Hangar last=20 Tuesday to start installing the intercooler. Well, at least to fit a = few tubes=20 and hoses, then hold up some parts and make plans.
As I took the air discharge tube off the compressor, I noticed = the whole=20 turbo compressor & bearing assembly wiggling around on the turbine=20= 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=20 the turbine housing. I did see EGT excursions to 1800F. What's worse, = I had a=20 new turbo blanket. I think a heat shield would have been better, so = some=20 cooling 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=20 switch to naturally aspirated operation. I'm keeping the exhaust = header that=20 the turbo sat upon, and replacing everything else past the bottom of = the=20 firewall, to the new pipe & muffler I recently added.
I'm retaining the ability to 'Go Turbo' later, but I've become = curious=20 about what the turbo must boost to equal full throttle of 'Naturally=20= Aspirated'.
I did build and have been running a tuned intake manifold. The = exhaust=20 won't be a tuned header, but it is pretty good, possibly better than = the stock=20 exhaust reactor and a whole lot lighter. It has port discharge nozzles=20= (reversion cones) EGT probes and a gentle sweeping shape. Plus it's = proven=20 strong while carrying the weight of the turbo beyond 1800F, and it = passed=20 inspection. I trust it.
So I hope to run it, find the performance satisfactory, the fuel=20= consumption significantly reduced, and use 87 octane ethanol free = mogas=20 instead of 92. (low compression rotors)
Also, I can advance the timing to the NA spec. 
Anyone see a problem or have=20 advise?

= --Apple-Mail-12-190462314--