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Not sure of the manufacturer, but it is similar to the one pictured. We cut it up pretty good and kinda reassembled it to what we needed. My welding skills are almost non existent (gas welding class two weeks ago sponsored by EAA
here in Houston is about it....good class though), however, one of my airport neighbors is a skilled welder and tigged it up for me to my specks. We added some SS for the waste gate to come a bit behind the engine, near the redrive
and lowered the turbo mounting position. The Mistral intake sticks out right where many turbo's would usually go, so we had to get it lower and a bit further back. I "think" I turned the original header upside down to get it low enough, then
raised it (not lowered really, as stated above) so it would not be too low to have the return oil flow into the stock turbo return.
I will try to find photo's of the process. Not sure if I can find them as it was at least one computer ago. I will also try to take some pix. I may be removing the engine this weekend to address a couple of (hopefully) final issues. This should allow easy access
to some photos.
Chris
From: Rotary motors in aircraft [flyrotary@lancaironline.net] on behalf of Kelly Troyer [keltro@att.net]
Sent: Wednesday, December 22, 2010 6:29 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: 13B Turbo Manifold
Chris,
Have any photos of your header and do you recall from what company you purchased
from or the manufacturer (brand name)..............
Kelly Troyer
"DYKE DELTA JD2" (Eventually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold
"TURBONETICS"_TO4E50 Turbo
From: Chris Barber <cbarber@texasattorney.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, December 22, 2010 5:18:29 PM
Subject: [FlyRotary] Re: 13B Turbo Manifold
I started with a similar header but have had it heavily modified to fit below the Mistal intake on my pusher.
Sent from my iPhone 4
Those SS headers are actually pretty cheap. I wonder what they would charge to build a header that goes in the wrong direction like
is required for tractor planes.
Bill B
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
On Behalf Of Kelly Troyer
Sent: Wednesday, December 22, 2010 4:10 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: 13B Turbo Manifold
Ernest you make my head hurt !!...............Now I have to be a "Metallurgist"...............<:)
Kelly Troyer
"DYKE DELTA JD2"
(Eventually)
"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/Oil Manifold
"TURBONETICS"_TO4E50 Turbo
From: Ernest Christley <echristley@att.net>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Wed, December 22, 2010 2:35:58 PM
Subject: [FlyRotary] Re: 13B Turbo Manifold
Kelly Troyer wrote:
> Ernest,
> Not sure what you mean by "Welds not cleaned up"...........All I see on these "TIG" welds is
> a slight discoloration at the edge of the weld bead caused by the arc heat..
The first link of a Google search on "stainless steel welding corrosion" was
http://www.mcnallyinstitute.com/04-html/4-1.html
From that site:
INTERGRANULAR CORROSION
All austenitic stainless steels (the 300 series, the types that "work harden") contain a small amount of carbon in solution in the austenite. Carbon is precipitated out at the grain boundaries, of the steel, in the temperature range of 1050° F. (565° C) to
1600° F. (870° C.). This is a typical temperature range during the welding of stainless steel.
This carbon combines with the chrome in the stainless steel to form chromium carbide, starving the adjacent areas of the chrome they need for corrosion protection. In the presence of some strong corrosives an electrochemical action is initiated between the
chrome rich and chrome poor areas with the areas low in chrome becoming attacked. The grain boundaries are then dissolved and become non existent. There are three ways to combat this:
* Anneal the stainless after it has been heated in this sensitive range. This means bringing it up to the proper annealing temperature and then quickly cooling it down through the sensitive temperature range to prevent the carbides from forming.
* When possible use low carbon content stainless if you intend to do any welding on it. A carbon content of less than 0.3% will not precipitate into a continuous film of chrome carbide at the grain boundaries. 316L is as good example of a low carbon stainless
steel.
* Alloy the metal with a strong carbide former. The best is columbium, but sometimes titanium is used. The carbon will now form columbium carbide rather than going after the chrome to form chrome carbide. The material is now said to be "stabilized"
They could have used a filler that made post treatment unnecessary, or they could have annealed it. The link you gave says it is made of T304. Depending on which T304, the carbon ranges from .03 to .08%, so it may not be an issue at all.
--
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