Paul
In my 1988 turbo 13b I have the 1989 turbo.
I read that the original turbo does not last in aircraft use because of
the
engine constant higher speed thus the turbo high constant speed. What do
you think would happen if I removed the wastegate door completely. It
would
offer less restriction to the exhaust flow, less exhaust gas through the
turbine thus less turbine speed. Would that be enough to limit the
turbine
speed to a safer level.
Rino Lacombe
13b powered Glass Goose
No I don't think removing the door would be enough.
Find some one to retrofit a larger compressor.
Don't tell them it is for an aircraft.
Just tell them you want a larger compressor.
--
Paul Lamar ...No rotor no motor.
This mod will give much more boost which I do not need. It will produce
more heat and I will need a by-pass valve to bleed off the excess pressure.
Would clipping the turbine wheel not be a better solution in my case? If
so, the question is by how much?
Thanks
Rino
Not necessarily. Depends on the throttle opening.
Just adjust the throttle according to the boost you want.
Clipping the turbine wheel might do it. Would be cheaper
too. I have no idea how much to clip it.
A new compressor cost $695.
You might ask Tommy at <turbo@turbochargers.com>
Let me know what he says.
Also a 1/2 inch steel plate with a 1.5 inch hole in it
might restrict the exhaust enough to work.
--
Paul Lamar ...No rotor no motor.
Everyone,
Looks like my 2nd gen turbo and manifold will be up for sale if anyone is
interested. The reason?? As I suspected and Paul probably knew:) the
standard turbo can't just be turned around back to front and or head to
tails. In the proper orientation to insure the oil enters and exits
smoothly, the standard 13B turbines have their inlet flanges orientated to
the side and then curves upwards. I need a unit that has the gases entering
from the base below. Luckily the majority of turbo chargers appear to be
base mounted and I am looking over a variety of choices.
Rereading Huge McInnes's book 'Turbochargers' it occurs to me that we
haven't discussed the possibility of a Schwitzer double flow housing with
nozzle ring vanes. Changing out nozzle rings may be easier than replacing
turbine housing. Safety warrants that we start aiming at small gains and
working up to a smaller A/R ratios and faster turbines.
Here is a Turbotech's URL in case you don't have it on your site. Its
short.
http://turbotech.com.au/garrett2.htm
Doug Fir
Interesting way of charting the boost. I'll have to think
about this and ask some questions.
Paul Lamar
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