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Dan,
I havn't yet purchased Paul's archive CD so maybe these issue have
been
talked about....
1. Is the stock TurboII turbo the "twin scroll" design? For flight,
is
it
being used with the mechanisms to activate the high end inlet? I am
wondering if anyone has modified it to operate with upper end always
on?
The complexity seems like a reason to go with a simpler aftermarket
turbo....
The pre 89 turbo 2 is a twin scroll design but was found lacking. The
89-92 is not. 2. Does tuning the intake work together with the turbocharger? I
suspect
when the turbo is ramming air into the intake this changes the intake
dynamics and a tuned intake may not function well. Can a tuned intake
work
well even when the turbo is off since there is ducting from the intake
to
the compressor to cause turbulence? If I operate with intermittent
turbo
(T/O and high altitude) just wondering if a tuned intake for low
altitude
cruise is possible.
I don't think the t2 has a changeable length/additional port intake
mechanism like the nt. The FD doesn't.
3. Is turbo life usually given for aftermarket turbos? If I operate
a
turbo continuously, I would like to estimate a reasonable TBO. Has
any
calculated a TBO for their turbo? Am just trying to balance the pros
and
cons of continuous turbo operation.
I've never seen it. But aircraft turbos usually require overhaul at
engine time~1500-2000 hrs or before. The pipes need closer scrutiny as
they wear and crack and can be a problem far before that.
Continuous pros:
Increased fuel efficiency
No need for tuned intake (?)
No complex muffler
You'll still want some kind of muffler. Continuous cons:
Rebuild turbo more frequently
Lower engine TBO (?)
I don't think the engine will require earlier rebuild if you turbo
normalize......
Any thoughts?
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