X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from mail-qy0-f191.google.com ([209.85.221.191] verified) by logan.com (CommuniGate Pro SMTP 5.3.4) with ESMTP id 4177040 for flyrotary@lancaironline.net; Wed, 24 Mar 2010 09:10:39 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.221.191; envelope-from=rwstracy@gmail.com Received: by qyk29 with SMTP id 29so1541104qyk.2 for ; Wed, 24 Mar 2010 06:10:03 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=gamma; h=domainkey-signature:mime-version:sender:received:in-reply-to :references:date:x-google-sender-auth:message-id:subject:from:to :content-type; bh=9IO8n0kCPIKdCAY3LYQV7IC28YYLcqxPwIuM12oXOVk=; b=pN2xL7TYOhvwA2+MHLbDDm5xYw2Vs+ouXOtMF/FL3W1HWcN4WLCZoUbcQwUF0RLy1x wECEGMvQPT8CbA6ZBvBLd3FFrfXcwbZj9oqaXnbRV8+C79ZALgGTolWCK96BoA3fDTKw g9Z5RHO5+4rnLm4ctBN39r+HnQ5Es+JxpS+u8= DomainKey-Signature: a=rsa-sha1; c=nofws; d=gmail.com; s=gamma; h=mime-version:sender:in-reply-to:references:date :x-google-sender-auth:message-id:subject:from:to:content-type; b=Kpr6OWKlICnVgP52ASwzqxxQAvX+bs0Z7v2g1o4j9sMvwMclr52m5hF3HrPhgBNdhG 9F/Ai0SBNRtCJc+QMwzXNRI/J64lUHPx2tN3Pd3Z6wEvy7YOhz+yPuBqUTA6Iw9Bo7PA p8Jmu53FR5YkDX5UAU5PtqyPGuy6yOtiLJy0Q= MIME-Version: 1.0 Sender: rwstracy@gmail.com Received: by 10.224.98.144 with SMTP id q16mr371342qan.242.1269436200799; Wed, 24 Mar 2010 06:10:00 -0700 (PDT) In-Reply-To: References: Date: Wed, 24 Mar 2010 09:10:00 -0400 X-Google-Sender-Auth: c2367e7410c69a36 Message-ID: <1b4b137c1003240610w51e4a5fdye9c05683c64bbc0f@mail.gmail.com> Subject: Re: [FlyRotary] Turbo Planning From: Tracy Crook To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=00163623af82d0610604828ba520 --00163623af82d0610604828ba520 Content-Type: text/plain; charset=ISO-8859-1 All sounds good Don but if it isn't easy to do I wouldn't worry about making the exhaust header equal length. This is important on the 2nd & 3rd gen rotary but has very little effect on the Renesis due to the zero intake / exhaust overlap and the fact that the center exhaust port is shared by both rotors anyway.. You will have plenty of more important challenges to worry about. You didn't mention intercooling but hope you are going to have that. Tracy On Wed, Mar 24, 2010 at 12:26 AM, Don Wallker wrote: > So here is where I am at so far. For those of you just tuning in, I am > flying a Renesis powered RV-8, with all of Tracy's stuff and a Catto76/88 > prop. Flys great, and I'm getting comfortable with it. It's just not > getting enough power. About 6080 static and 1450 ft/mn climb at about 2200 > rpm prop at 100 mph and that's at full throttle. Max indicated at 8000ft, > 54 degree day, 2440 on the prop and 205 oil and 200 degree water. So I need > more cooling and more power. I'm going to attack both at once and get it > all done. > I'm roughly basing these changes on what Dave Leonard has done. He's been > through all this and has a fast powerful and dependable turbo set up in a > similar airplane. RV-6. And it runs cool! For more info and pictures, > check out Dave's website n4vy.rotaryroster.net Also a lot of ideas from > John, Scott, Chris, Steve etc. > > Radiator: C&R 3"x22x20, mounted under the oil pan. A 1" inlet and outlet > with short runs to the new water manifold that Ed is making. I'm hoping I > wont' have to build up the cowl, just cut into it, but I doubt it. I will > also have to increase the exit area and am not sure how to do that yet. > > Oil cooler: Dave was using a Setrab, but they kept leaking. Tracy is using > a 30 row C&R cooler on his 3 rotor.PT# oc 238 30 an10, They also make a 25 > row that is about the same size as the setrab and should work and fit nicely > behind the right cheek and provide a nice short oil line run. > > Throttle body: Probably a 75mm Mustang > > Intercooler: Dave is using a stock 91 Rx-7 one and I will probably use the > same. Hey, it fits! There will almost certainly need to be some > modifications to the inlet and outlet. I have a Tig and a neighbor who is a > great welder. We just tack things there, as I don't have enough power in the > hanger for continuous welding. > > Intake: I'm going to try and keep it totally on the left side of the engine > and will use the existing Rx-8 lower aluminum intake manifold. I'll cut it > down, grind it level and have a plate welded on top, with 4 holes going to > the intake tubes and short velocity stacks welded on. On top and around > will be the intake manifold itself. Just an aluminum box with a throttle > body attached. I'm not sure just where yet. It depends on how much room > there is. Combustion air will flow into the cowl, possibly from down by the > radiator, or from a naca scoop on the side, to the turbo compressor, > through it to the inner cooler and through it and back to the throttle body. > Not sure where the injectors will go, but I'll try to use the existing > injector holes. May have to use the Simple Digital injector mounts. Note, > fire sleeve all fuel lines. It solved half my vapor lock problems. > > Turbo: will be mounted on the left side of the engine and a little back > from directly out from the exhaust. May be 3 to 4 inches. This should give > me room for the inner cooler and intake manifold. But I may not have room > for the fuel pumps and filters and they may have to go back inside the > cabin, by my feet. Not a bad idea. I'll use 321 ss and make an equal > length exhaust manifold with a waste gate port that will run to the output > side of the turbine. The exhaust out of the turbine will bend down and out > the back cowl exit to a muffler. I'm going to try the new Burns all SS > muffler that some of the rotary racers are using. They use stainless steel > scruble for the packing. Can't burn that out! and it's 3 lbs and my > existing Hushpower is 9. There will be a oil line going to the turbo with > a normally open solenoid on it and an exit line out. It will be 5/8ths and > run down and around the engine to the other side where it will go through > the side of the engine, like I have the RD-c return line. I don't want to > have to pull the engine out of the mount, but that is the only way. If > someone knows a better place to run it back into, let me know. The turbo > will be supported by more than the exhaust. When the exhaust is finished, > it will be sent for Jet Hot coating. There will be a SS shroud around the > turbo and the same for the exhaust. I still don't know if I should use a > wet or dry turbo housing, but more on that in the next post. > Your thoughts, comments and questions are encouraged. > > Don Walker > N113BR, 28 hours > > > > -- > Homepage: http://www.flyrotary.com/ > Archive and UnSub: > http://mail.lancaironline.net:81/lists/flyrotary/List.html > --00163623af82d0610604828ba520 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable All sounds good Don but if it isn't easy to do I wouldn't worry abo= ut making the exhaust header equal length.=A0 This is important on the 2nd = & 3rd gen rotary but has very little effect on the Renesis due to the z= ero intake / exhaust overlap and the fact that the center exhaust port is s= hared by both rotors anyway..=A0 You will have plenty of more important cha= llenges to worry about.

You didn't mention intercooling but hope you are going to have that= .=A0

Tracy

On Wed, Mar 24, 2010 a= t 12:26 AM, Don Wallker <drwalker@gbis.com> wrote:
So here is where = I am at so far. For those of you just tuning in, I am flying a Renesis powe= red RV-8, with all of Tracy's stuff and a Catto76/88 prop. =A0Flys grea= t, and I'm getting =A0comfortable with it. =A0It's just not getting= enough power. =A0About 6080 static and 1450 ft/mn climb at about 2200 rpm = prop at 100 mph and that's at full throttle. =A0Max indicated at 8000ft= , 54 degree day, 2440 on the prop and 205 oil and 200 degree water. =A0So I= need more cooling and more power. =A0I'm going to attack both at once = and get it all done.
I'm roughly basing these changes on what Dave Leonard has done. =A0He&#= 39;s been through all this and has a fast powerful and dependable turbo set= up in a similar airplane. RV-6. =A0And it runs cool! =A0For more info and = pictures, check out Dave's website n4vy.rotaryroster.net =A0 Also a lot of ideas fr= om John, Scott, Chris, Steve etc.

Radiator: C&R 3"x22x20, mounted under the oil pan. =A0A 1" in= let and outlet with short runs to the new water manifold that Ed is making.= I'm hoping I wont' have to build up =A0the cowl, just cut into it,= but I doubt it. =A0I will also have to increase the exit area and am not s= ure how to do that yet.

Oil cooler: Dave was using a Setrab, but they kept leaking. =A0Tracy is usi= ng a 30 row C&R cooler on his 3 rotor.PT# oc 238 30 an10, =A0 They also= make a 25 row that is about the same size as the setrab and should work an= d fit nicely behind the right cheek and provide a nice short oil line run.<= br>
Throttle body: =A0Probably a 75mm Mustang

Intercooler: =A0Dave is using a stock 91 Rx-7 one and I will probably use t= he same. =A0Hey, it fits! =A0There will almost certainly need to be some mo= difications to the inlet and outlet. =A0I have a Tig and a neighbor who is = a great welder. We just tack things there, as I don't have enough power= in the hanger for continuous welding.

Intake: I'm going to try and keep it totally on the left side of the en= gine and will use the existing Rx-8 lower aluminum intake manifold. =A0I= 9;ll cut it down, grind it level and have a plate welded on top, with 4 hol= es going to the intake tubes and short velocity stacks welded on. =A0On top= and around will be the intake manifold itself. =A0Just an aluminum box wit= h a throttle body attached. =A0I'm not sure just where yet. =A0It depen= ds on how much room there is. =A0Combustion air will flow into the cowl, po= ssibly from down by the radiator, or from a naca scoop on the side, =A0to t= he turbo compressor, through it to the inner cooler and through it and back= to the throttle body. =A0Not sure where the injectors will go, but I'l= l try to use the existing injector holes. =A0 May have to use the Simple Di= gital injector mounts. =A0Note, fire sleeve all fuel lines. =A0It solved ha= lf my vapor lock problems.

Turbo: will be mounted on the left side of the engine and a little back fro= m directly out from the exhaust. =A0May be 3 to 4 inches. =A0This should gi= ve me room for the inner cooler and intake manifold. =A0But I may not have = room for the fuel pumps and filters and they may have to go back inside the= cabin, by my feet. =A0Not a bad idea. =A0I'll use 321 ss and make an e= qual length exhaust manifold with a waste gate port that will run to the ou= tput side of the turbine. =A0The exhaust out of the turbine will bend down = and out the back cowl exit to a muffler. =A0I'm going to try the new Bu= rns all SS muffler that some of the rotary racers are using. =A0They use st= ainless steel scruble for the packing. =A0Can't burn that out! and it&#= 39;s 3 lbs and my existing Hushpower is 9. =A0 =A0There will be a oil line = going to the turbo with a normally open solenoid on it and an exit line out= . =A0It will be 5/8ths and run down and around the engine to the other side= where it will go through the side of the engine, like I have the RD-c retu= rn line. =A0I don't want to have to pull the engine out of the mount, b= ut that is the only way. =A0If someone knows a better =A0place to run it ba= ck into, let me know. =A0The turbo will be supported by more than the exhau= st. =A0When the exhaust is finished, it will be sent for Jet Hot coating. = =A0There will be a SS shroud around the turbo and =A0the same for the exhau= st. =A0I still don't know if I should use a wet or dry turbo housing, b= ut more on that in the next post.
=A0 Your thoughts, comments and questions are encouraged.

Don Walker
N113BR, 28 hours



--
Homepage: =A0http:/= /www.flyrotary.com/
Archive and UnSub: =A0 http://mail.lancaironline.net:81/lists= /flyrotary/List.html

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