Neil,
I
have flown an Eaton MP90 4th gen
super charger for a little over 500 hours. No
intercooler with the super charger. Turbo FWF
is in the works and will have an intercooler.
I needed a wider compressor map at a lower PR
for takeoff than the TO4-50 . I ended up
purchasing a Garret GT3076R w/ Tial 1.06 SS
housing. I would have preferred a journal
bearing turbo but this one is ball bearing.
Do
you have a reason for added EGT’s to the
fueltech vs an aircraft engine monitor / efis?
Bobby
From:
Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Saturday, December 08, 2018
2:47 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Hey Neil,
Bobby,
Yes I have the wide band 02,
but when I used the microtech which was the
reason I ditched it it was to me impossible to
tune properly. Then Microtech refused to answer
phone calls or were gone to a drag race
somewhere--- all queries were to be done by
internet. With microtech as I said before the
mixture knob did nothing except occupy another
hole in the dash. EGTs in excess of 1850
degrees were easily reached.
Long story short I left Microtech and bought
the fueltech. Much easier to tune and actually
have backup as required. Did not add an EGT as
nothing seemed to change with the microtech, so
simply slept better not knowing what the EGT's
actually were.
Can add EGT to the fueltech but another $1000
AUD. May have to go that way as intend to get
to 8000 RPM if required
Today at low 30's degrees my water was on the
thermostat at 95 degrees C and oil around 90.
Saw your temps and had a heart attack until I
realised you are farenheit.
What turbo do you run and have you an
intercooler?
Will get to check out the ag turbos shortly as
there are hundreds of them around here. Will
get to weigh one shortly.
Neil.
Neil,
Do
you have a wideband O2? I have to run in
the low 11’s at full power and under boost
for takeoff. 7000 rpm / 30-48” MP to keep
egt’s around 1600F. Typical cruise between
4800 – 5200 rpm / <30 “ MP with F/A
15.8:1 brings EGT’s into the 1500’s. With an
intercooler I would expect F/A in the 12’s
will keep egt’s below 1600 but that’s just a
guess. I have seen EGT’s at or below 1475F
on cold days at altitude. The only time I
run stoichiometric is in the pattern and low
MP.
Information
from Pro Formula Mazda
Engine Vitals: Exhaust
Gas Temperatures Exhaust Gas
Temperatures (EGTs) are the second most
important tuning and troubleshooting channel
next to Lambda. EGTs reflect on the injector
balance between the front and rear rotor
Reflects misfires through high readings
accompanied by normal lambda Decline in engine
performance can be evidenced by the rate of
temperature acceleration between the rotors
during a long pull – gapping Emphasis needs
put on the condition of the EGTs – low reading
sensors are beginning to fail. In order to
have an accurate assessment of the
performance, EGT sensors must be replaced
often. Generally, one EGT sensor is used per
rotor. One sensor bung should be welded on the
each the outer exhaust pipes 3” from the
header flange (the center pipe usually does
not receive a sensor). The sensor depth should
be enough to where the tip of the sensor is in
the centerline of the exhaust flow. Operational
Range: Front Rotor: 1450F – 1600F, Rear
Rotor: 1400F – 1550F
Engine
Vitals: Lambda
Lambda
is the measure of the amount of oxygen in the
exhaust stream. The value expressed is a
percentage of the stoichiometric air/fuel
ratio 14.7:1.
Air/fuel
ratio can be calculated by multiplying the
lambda value monitored by data system by 14.7
(ex:
.90 Lambda translates as (.9 x 14.7 = )13.23
Air/fuel ratio
Operating Range = .87 -
.91, aim for .90
Bobby
From:
Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
Sent: Tuesday, December 04, 2018
1:30 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Hey
Neil,
Ok, interesting stuff, but how do you keep
the exhaust temp below 1600 degrees without
losing a lot of power? I no longer have an
EGT as it just worried me with 1800 degrees
and the cost of burnt off egt probes. From
memory 1600 degrees goes out the window at
about 6000 rpm or less?
Neil.
Hi
Andrew, I know next to nothing about turbo
technology so have stayed clear of them;
IIRC this is the first time I’ve heard of
using a turbo from the agricultural
industry and advice to stay clear of the
automotive type ... seems to make sense –
tractors use turbos that last for decades.
Jeff
(13B, RD1-C, 144 hrs)
From:
Sent: December-03-18 5:14 AM
Subject: Re: [FlyRotary] Re: Hey
Neil,
Neil, Type Turbo
selection Into search of flyrotary
archives, you’ll get about 30 posts from
2002 to 13 that are worth reading, other
searches will give more.
Basically you want
something the size of a T04 60-1, keep the
A/R >1, something like 1.15 or 1.30
T04’s are plentiful
from all the older diesels like 2wd
tractors from last century. you probably
got a few parked up around you that will
still be servicable. If you can find one
without a intercooler on it, chances are
that it might have the right compressor.
Otherwise they are easy to change.
Steer clear of
automotive turbo’s, they will overspeed at
altitude & disintegrate, need waste
gates & blow off valves. Stuff thats
not required on an aeroplane.
When installing. Put a
normally open solonoid valve in the oil
supply line. Allows you to close the oil
supply if the turbo blows its seal.
Always bugged me why
turbo shops charge so much for such a
simple part.
--
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