|
|
Bill and all: Here is a little info you Renesis guys may find interesting if you are thinking of a turbo.Here is the link.http://www.tracmac.com.au/products1.html
KIND REGARDS Thomas Giddings 727 858 1772
On Jan 5, 2013, at 1:59 PM, Bill Bradburry wrote:
Dale, That diverter works like a charm! The
port that Bobby has plugged, I use to supply oil to the PSRU. The one he
has a pressure sender in is the one I would put a “T” in to supply
the turbo. Thanks for making a great product! Bill
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Dale_R
Sent: Saturday, January 05, 2013
1:23 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: turbo
manifold
Bill,
One solution is to use a remote oil filter diverter such as the
one I make. It offers 3 "clean-oil" ports that can be used for
either sensors (pressure, temp) or oil feeds.
The attached photo shows the third port unused and plugged (photo
courtesy of Bobby Hughes)
Best regards,
Dale_R
COZY MkIV #04
On 1/4/2013 8:44 AM, Bill Bradburry wrote:
Am I wrong? I don’t think that there is a stock
turbo oil source and return on the Renesis? It is not factory
turboed. Bill B
From: Rotary
motors in aircraft [mailto:flyrotary@lancaironline.net]
On Behalf Of Dave
Sent: Friday, January 04, 2013
9:53 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: turbo
manifold
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.
-- Best Regards, Dale_R Cozy MKIV #497
|
|