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?