I was looking this thing over very carefully and was rather impressed.
Water cooled turbo bearings. Good oil drain back from the turbo.
Built in waste gate. Rather simple. No sequential turbo stuff like
the third gen. 

Maybe we can get away with the stock setup. Conventional wisdom
had it that you had to change the turbo for aircraft use. That was before
we started to get reports of $900 Inconel exhaust systems.
If I put a TO4 on there I will need a separate waste gate. More money and
R&D. Perhaps I can get an Inconel wheel for the Mazda turbo.

I wonder what would happen if we injected water into the exhaust
system to cool it before the turbo wheel?

Perhaps the stock setup on the Turbo II is not all that bad.
We will of course have to change the intake manifold because the stock
one is too high for most airplanes.

I can see where Mazda screwed up on the intercooler ducting. The intercooler
looks plenty big enough if ducted properly. Should be good for 250 HP
on takeoff for a few minutes if we monitor the TIT. Altitude compensation
should be no problem. So the cast iron manifold may add ten pounds to the weight 
of the engine. It is still a  hundred pounds less than a 250 HP
turbo charged aircraft engine.

The way to buy this engine is get the complete car so you get all the parts
you need. I see more and more second gen's for sale cheap because people cannot 
or will not handle the maintenance.

Paul Lamar
 
The Aircraft Rotary Engine Newsletter.              Powered by Linux.

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