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Wow, that Lanceair/V8 is quite the installation challenge.
Marv, how are you planning on controlling your MAP to 34"hg? Like you I
wish to limit my boost, but to only 30" The 13B is already enough power for
the RV-9 (Van will have a fit when he hears of a turbo RV-9;-)), but I'd
like 30"at altitude. At first I thought it would be quite easy to control it
automatically with a diaphragm/spring actuator, with no cockpit control, but
it now seems a little more complicated than that. I've considered a few
industrial type solutions, but would like to hear from others.
What turbo are you or others planning on using? Is anyone planning on using
the stock turbo?
I bought the stock turbo as I realize that there are many factors in sizing
a turbo and felt that the stock turbo should be close to the required size
even for my application as well as it is designed to withstand the heat of a
rotary. Oh yeah, and the price... it was a good deal. I'm now beginning to
wonder if it really is suited to use for normalization only. I rebuilt my
engine using the stock '86 rotors (9.3:1) so I really don't want to run more
than 30" to avoid detonation. Those that are familiar with the stock turbo,
could someone clarify what the purpose of the switching valve is and is it
necessary in my application? The actuator for this is fairly large & heavy.
I'd like to leave it out if possible.
I have built my own intake manifold, which I'm attaching a pic of for
comments. I decided that since I will be turbocharging, I could get away
without a tuned intake. Any thoughts on this? I used a throttle body from a
Ford 5.0 litre Triton engine. I also welded my primary & secondary injector
rails together to make one common injector rail. Comments on the wisdom of
this?
S. Todd Bartrim
Turbo 13B rotary powered
RV-9endurance (FWF)
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm
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