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I wonder if Rusty
got one of them girl hockey players to shove a puck up my tail-pipe.. would that
do it? I probably deserve it for reposting them pics.
I specifically told them
to shove it up your tail-pipe, not the plane's :-) For the
record, I'm not mad at you for the pics.
I'm glad there was a
safe ending to the story, which was well written BTW. I'd love to know
what the actual boost was. With enough fuel, and a little less timing
advance, you can survive a reasonable amount of boost, but there are limits,
particularly with higher compression
rotors.
As you know, lack of
boost control is one of the reasons I don't consider the stock turbo suitable
for our applications. It was made to boost at low rpms, to help with
street applications, which means it overboosts in our application. The
internal wastegate (even ported) can't dump enough exhaust to control the boost
at full throttle. For example, John's new turbo (when it was on my plane)
would exceed 10 psi (50 MAP) with the wastegate manually held wide open.
This was at static rpms near 5000, so you can imagine what the boost would
be at 6500. You're muffler will add a tiny amount of
backpressure, which will help control the boost, but I doubt
it's enough.
Now that you're doing a
rebuild, have you considered installing 8.5 cr rotors? I have a set that
came out of my new "generator" engine, so they only have the Mazda test
run time on them. I've been meaning to put them on Ebay, but if you want
to install them, they're yours for the price of postage. Also, why not
consider an aftermarket turbo that's sized more appropriately? I know this
would be expensive, and a pain to install, but consider how expensive and
inconvenient an off airport landing could be.
FWIW, I'm not completely
against turbos, and have recently been missing the power I used to
have. If this new manifold business doesn't work out, I just might think
about turbos again, but it won't be a stock Mazda turbo.
Cheers,
Rusty (still in search
of performance)
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