http://www.aerocharger.com

Ed Carver  brought by his Aerocharger on a recent visit to
the hangar.

Somehow I missed the fact all these years that is was a variable
vane turbo. Apparently a well kept secret in the turbo charger world.
How I missed this fact I will never know. Perhaps they have good patents
and nobody wants to talk it up. If it works as claimed it will put
all the other turbo guys out of biz.

This unit is ideal for turbo charging an aircraft
engine as you can slow the prop RPM with higher prop pitch
and boost the HP at that RPM with the variable vanes.

It is also ideal for turbo compound.

The convoluted design of the turbine housing leads to a cooler exhaust
impinging on the vanes and the turbine wheel. The bearing oil supply
is also self contained. No engine oil required. One could probably use
turbine oil and have a separate oil cooler system if necessary.

This is a very innovated unit indeed.

"VATN is a series of variable-vanes that optimize the flow area of the
turbine
by adapting to the exhaust gases. By doing this, the turbine wheel is able
to
operate at peak efficiency throughout a wide RPM range, something that has
never been achieved before. This also eliminates the need for a wastegate,
which conventional turbochargers rely upon to control boost. Instead, the
vanes
automatically adjust the flow area and backpressure to perfectly match the
torque requirements of the compressor wheel to produce the desired boost.
Eliminating the need for a wastgate means eliminating extra cost in your
turbo
system"



Paul Lamar


Hi Paul

I have been very interested in the bearing assembly and lubrication setup
on the cool side.

Cheers

Steve Izett

Paul,
What series "Aerocharger" does Ed Carver have and what is the compressor
trim.......Also does anyone know
if the "Aerocharger" turbine wheel and varible vane system will live under
the
Rotary's hot (up to 1800 f) breath ?

Kelly Troyer


I'm hoping someone actually knows about the temp limits of the vanes. The
whole aerocharger design has heat control in mind. The turbine scroll has a
coating on the iron, or so it appears. The exhaust heat is never focused on
one area as is the case in a regular turbo. The design spreads the heat
around a far larger area and keeps the pressures much lower at any given
point.
My intent in purchasing and using this is not to get high boost, but simply
to maintain the minimum power necessary to stay at cruise speed up to 17 to
18k feet, which should be much less than 150hp for a cozy 4. Because I am
using P ports, my base hp is near 250hp. I believe I have read that there
are some cozy 4 flying with 150hp rated o-320s in them and do quite well.

The point is, I don't really need 200+hp, and therefor, the heat factor
will not be at max temp for long durations. I could never use the max power
generated from my turbocharged p ported rotary; so I am building for
efficiency, and aerocharger has some very favorable design features.
a. No oil lines to feed it.
b. No waste gate.
c. No hot side shaft seals to blow, therefor, no oil loss.
d. Designed turbine speed gets the work done below 90krpm
e. High exhaust throughput (low restriction) when the vanes are in the open
position.
f. Manual boost control by adjusting vane angle using the control shaft.
g. Relatively simple exhaust tubing.
h. Can be mounted in many different positions.

Will the vanes hold up?
They probably will.
We shall test it at operating power to see.
I can hardly wait!
But that's my feeling about the whole project.
Really though, I can't tell if the thing will work for 5 min. until I try.

Regarding the question about which model I have?; "it's the big one". They
sell two sizes, and set them up for different applications. I hav'nt
measured the turbine size since last Jan. so I don't remember which one I
have.

Ed Carver