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.
Paul,
All sounds (and looks) good to me. The oil pan Jerry provides with
my mount is considerably deeper at the back. As I'm sure you know, it
is wedged shaped and holds a good bit more oil. Will it work as is or
would I need Jerry to do something different? Are you convinced side
mount for the radiator is the best way to go?
Thanks,
Steve
The side mount looks like the only reasonable choice. Jerry will
make the
oil pan as deep as possible to help with turbo oil drain back.
--
Paul Lamar ...No rotor no motor.
No problem as long as Paul rhinos (new verb) it to make sure it
fits inside the cowl. Any shape viewed from the side that can be
sheared is possible. Jerry
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