>This is about the best turbo charger 3D model I have done
    >so far. Next is the exhaust manifold with waste gate to fit
    >a Lancair 320. Maybe just a PicAXE controlled pop off valve.
    >Should have around 400 HP available if necessary.
    >
    >I am thinking of getting Jerry to weld it up out of R.B
    >Wagner .090" wall thickness  SS bends.
    >
    >Paul Lamar ...No rotor no motor.


   Paul,

   This may be an incredibly dumb question but why can't we rotate these
   turbos 180 degrees so that the compressor is in front  of the turbine?
   All we are doing is using the turbine to compress air for the
   intakes right?
   Then there would be no crossing intake and exhaust.
   I must be missing something obvious.

   Cheers,

   Steve

   We can. It just takes a custom exhaust manifold. The TO4 takes a
   custom manifold
   anyway so I will put the turbine on the back side.  The beauty of
   the stock 1991 set up
   turbo, manifold and all is.... it is compact and cheap.
   --
   -----------------------------------------------------

   I did not completely answer the question. The question as I see it is:
   "why can't we rotate these [STOCK] turbos 180 degrees"?

   It is a problem with the turbo  oil drain back. Assuming you clock
   the housings so the turbo bearing assembly is again up right
   that puts the turbo too low to have proper turbo oil drain back.
   Oil drain back is extremely important in a turbo. Porsche
   goes to all the trouble of including a dry sump oil system
   for their low mounted turbo engines. If this fails the engine fails
   as you lose oil through the turbo into the exhaust.

   BTW it cost almost a $1000 to modify the stock 1991 Mazda turbo
   so it can live in aircraft use. Consequently the TO4 and custom
   exhaust manifold now  begins to look like a better solution.

   The ideal solution is talk Mistral into selling you a turbo
   specifically designed for the 13B in aircraft use however it
   won't be cheap.

   http://www.mistral-engines.com/

   -------------------------------------------------------------

   I just figured out another way of solving the low mounted turbo charger
   drain back problem. Super simple. Just make the oil pan deeper... Duh :)

   Here is the Lancair 360 with the TO4 installed on the 2nd gen
   cast iron turbo exhaust manifold. No waste gate yet.
   You can fly with out a waste gate but you can't use the boost.
   If you do you risk blowing up the turbine.

   A pop off valve in the intake system may also not be a good
   idea as it allows the turbo to increase in RPM throwing
   the turbine blades off because of centrifugal force alone if not
   the 1700 degree F EGT.

   Next project is do a good exhaust SS manifold with waste gate
   provisions for the TO4 using RB Wagner cheap, tight radius,
   thick SS pipe bends.

   BTW the TO4 weighs 16 pounds without the waste gate.
   The smaller 1991 2nd gen stock Mazda turbo with waste gate weighs
   22 pounds.

   This airplane is potentially a world beater and would be
   competitive at Reno. TO4 equipped 13B 2 rotors generate 400 HP
   on a regular basis and up to 800 HP on alcohol and Nitrous oxide.
   --
   Paul Lamar ...No rotor no motor.

Not a p-port?  Trying to use more off the shelf parts?


Matt-

It could be a P-port. I am still working on it. A p-port
would make more power with less turbo back pressure.