|
Stock turbo oil source on top of front
iron, stock turbo oil return on the front cover/iron.
Dont boost 10:1. Get low compression rotors. Even with
intercooling, your turbo will increase your intake air temp very
significantly, and eat into detonation margins. It only takes a
few seconds to destroy your apex seals.. quicker than you can
detect and react.
On 1/3/2013 11:22 PM, Bill Bradburry wrote:
How are the folks
with turbos handling the
plumbing? Where are you picking up the pressurized
oil and where/how do
you return the oil to the crankcase? I read in the
install instructions
that the oil drain line should be one inch in
diameter, return above oil level
in the crankcase, and have no traps in it. That
doesn’t seem
possible with the rotary?? How are you doing it?
How far would it
be safe to boost the
Renesis with the compression at 10:1?
Where are you
picking up the water for the
water cooling of the turbo?
Does anyone have
any good pictures of the
installation that shows these things?
B2
From: Rotary
motors in
aircraft [mailto:flyrotary@lancaironline.net] On
Behalf Of Steven W. Boese
Sent:
Thursday, January 03, 2013
5:53 PM
To:
Rotary motors in aircraft
Subject:
[FlyRotary] Re: turbo
manifold
Rich,
A load cell was
installed on one side of the
engine mount to measure torque. HP was calculated
from the torque and the
RPM. Most installations with a Renesis engine
appear to be using a higher
gear ratio than the 2.18:1 ratio of the reduction
drives that I have.
This lowers the limit the of engine RPM that I am
able to achieve with a
prop suitable for flight.
The HP required to
turn the prop at a given
static RPM does not change if the atmospheric
conditions haven't changed.
At the highest MAP of 21.5" shown on the chart for
the NA 13B, the 13B HP
is very close to the HP of the Renesis at that same
MAP. The test data on
the chart was generated as a first pass at assessing
the suitability of
turbocharging the Renesis compared to the 13B
engine. None of
the configurations should be considered to be
optimized.
RV6A,
1986 13B NA, RD1A, EC2
I had
assumed that these were dynamometer
results. By what method did you ascertain the HP
listed?
Interesting results. If the blades stalled
(overpowered) at such a low RPM
would it be correct to assume that at that RPM
the engine was producing more
power than the non Renesis engines at the same
RPM with the same prop???
I am so confused... interested also in perhaps
turboing the renesis in the
future??
Please help
Rich
-----Original
Message-----
From: Steven W. Boese <SBoese@uwyo.edu>
To: Rotary motors in aircraft
<flyrotary@lancaironline.net>
Sent: Thu, Jan 3, 2013 2:55 pm
Subject: [FlyRotary] Re: turbo manifold
I
honestly don't know what the exhaust
sound was like. The control panel for
the test stand is on the opposite
side from the exhaust outlet. Also, at
RPM above 5200, the 3 blade Warp
Drive
prop
was stalled and the prop noise was just
deafening. I could
feel what seemed to be ground vibrations
in my feet so testing higher
power levels was disconcerting. At RPM
below 5200, the noise was similar
to having the GM diesel truck muffler on
the NA 13B.
From: Rotary motors
in
aircraft [flyrotary@lancaironline.net]
on behalf of Bobby J. Hughes [bhughes@qnsi.net]
Sent:
Thursday, January 03, 2013
1:33 PM
To:
Rotary motors in aircraft
Subject:
[FlyRotary] Re: turbo
manifold
How
did it sound
without a muffler? I removed my
belly muffler for a speed run and
it was not
tolerable in the cockpit. Only
picked up 1-2 mph so the muffler
is back on.
|