John Slade had his turbo reconfigured by Leon Promet in AUS,
http://www.turbonetics.com.au/
but have not flown it yet. The web site explains what he does.

I wander

if

somebody can do that here?
Bulent

Bulent,
I wouldn't hold great hope for Leon's opinion, admittedly he has

a lot of

knowledge in the Auto application, but from my experience he

relies heavily

on the local  turbo experts - who have no experience in Aircraft
application.
I wish I could say he does have the knowledge and the skills,

sadly that's

not the case.
George (down under)

George, you may be right, I don't know him? Someone better come with
solution fast :). I'm sitting on the fence with freshly rebuilt

stock turbo

and not knowing which way to turn? I see some reasonably priced TO4

torbos

on Ebay and may try one of them?
Bulent

I think it will work Bulent if you don't ask too much from it. I would

start

by porting the waste gate for sure. After thinking about it a bit

porting and

polishing the interior of the exhaust scroll might also help. If high

performance

is real important to you go with the TO4.

Paul Lamar

Here is my suggestions on porting the waste gate Bulent.

Plus and air cooled exhaust manifold to knock 100 F or so off the air
temp
going in. Every little bit helps.

BTW Inconel is only good for 100 to 150 F higher EGT.

Paul Lamar

Paul,
Almost all aircraft turbos use inconel turbine wheels and most also the
housings, pipes, etc. In fact the Mazda FD series has oem inconel bolts
(I know cause I bought many and had them tested), the manifold is an
inconel alloy and are most of the turbo parts.
Marc Wiese

Those early housings are probably a 20 to 30% nickel iron casting called Ni Resist.
According to Hugh MacInnes almost all turbocharger housings are now Ductile Iron.

Inconel is 52.5% nickel and 19% chrome along with some other elements. Almost no iron. 
Inconel wheels are available on just about all Garret turbochargers at
small additional cost. There are alloys that are better than Inconel
by a bunch. HS-R235 has almost twice the strength at 1500 F than Inconel
and is usable to 1800 F.

One thing automotive turbo chargers have going for them in our
use is water cooled bearing housings. Not something you see on aircraft turbos.

When you buy an aircraft turbo you don't really know what you are getting.
All you know is it is certified. Something can be certified using any materials
as long as it passes the 150 hour FAA certification test and it has a paper trail.
If the turbo cracks before TBO tough! You must replace it. It is called maintenance.

When you buy an automotive turbo you can specify neat things like Inconel
wheels, SiNi ceramic ball bearings and liquid cooled bearing housings. 

Paul Lamar
 
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