Ok, Now this is along the lines of my interest. I would like to keep up with the results of your efforts and the specifications of the modifications you are performing.
Do you have a website that you will be posting results and pics to? I would also be interested in your injection system. How much ect? Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyor...@qx.net ----- Original Message ----- From: "Ronald R.Eason" <r...@jrl-engineering.com> To: "'KRnet'" <kr...@mylist.net> Sent: Wednesday, November 23, 2005 12:18 PM Subject: RE: KR> Geared vs direct drive Turbo & my 2 cents > I am turbo charging my VW/Rayjay Happi variant. I have added to the design a > larger Oil cooler, wastegate, pop-off valve and ECU controlled fuel > injection configured and PC programmable MAP. The pop off valve and > wastegate have special selected springs. I have also added ceramic coatings > to the combustion chamber, Nicke aluminum cylinders and poly coated > bearings. All investments are made and I will assemble the engine after I > finish the airplane. > > By the way I have some fuel injection manifolds for a 2180 for sale if > anyone is interested. > > Ronald R. Eason Sr. > President / CEO > Ph: 816-468-4091 > Fax: 816-468-5465 > http://www.jrl-engineering.com > Our Attitude Makes The Difference! > > > -----Original Message----- > From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf > Of jeffyor...@qx.net > Sent: Tuesday, November 22, 2005 4:36 PM > To: KRnet > Subject: Re: KR> Geared vs direct drive Turbo & my 2 cents > > I love this subject and have contemplated turbo charging my 2180 for quite > some time. I feel I have extensive knowledge of turbo charging systems as I > have done extensive amounts of turbo and turbo engine work on automobile > applications. > > However, and not to slight anyone here, I don't think I would ever consider > taking a turbo from one application and believe I could bolt it to my VW > 2180 or a Corvair engine and expect success. > > I cut my teeth in turbo experimenting with automobiles. I will also credit > much of the knowledge I gained came from many individuals involved in the > Shelby Dodge Auto Clubs. Here is what I learned. Or, I could just cut to the > finish and suggest that if you want to turbo your airplane, start with a > proven turbo and engine application and then make minor modifications as you > need. But back to what I learned. > > With a turbo several things are critical to it's success. > I would say that the most important is proper air fuel ratio delivery and > the ability to monitor that. In an aircraft , this would be highly critical. > I think more engines blow up ( turbo or normally aspirated) because they get > to a lean mixture condition. Adding a turbo makes this even more of an > issue. For that matter, anything that increases horsepower makes fuel > delivery very important. So, fuel injection would be my choice over a carb > on this subject. I would also install an air fuel meter. > > You would also need to deal with the great deal of increased heat that a > turbo creates. Both to your oil and probably even your air fuel mixture. > Cooling the air fuel mixture can be done with and intercooler. The increase > in oil temps would be a challenge to your oil cooler and oil delivery > system. You may also need to deal with the fact that when you shut off the > engine, all that hot oil from your turbo will drain down to your engine , > thus increasing oil temps after shut down. The most reliable automotive > turbo's use both oil and engine coolant to keep the turbo cool. > > You also need a reliable way to regulate the waste gate. Or in other words > you have to be able to keep the turbo from overboosting. Again, I believe > you need to monitor this with a guage. If not you will never be able to keep > head gaskets on your engine. You would also burn holes in the tops of your > pistons, burn valves and so on and so on. Speaking of valves, my experience > leads me to believe that you would need to change the exhaust valves on your > engine as well , in order to deal with the increased temps of combustion. > This goes back to the idea of starting with a reliable engine turbo > combination. > > I could go on and on with the subject of turbo charging. I would also say > that I think it is the cheapest and best way to get more ponies and torque > out of an engine. I also would guess that there are people on this list that > know 10 times more then me on turbo charging. But I qualify my information > with the years I spent experimenting with turbo in automobiles and that I > was able to take a 2.2 four cylinder engine of 140 horsepower and develop a > reliable dyno tested 360 HP with incredible amounts of torque. But, I did > this using a tried and tested engine and turbo combination. I was able to > take advantage of computerized controls for fuel delivery and waste gate > controls. I was able to write my own computerized fuel tables and timing > curves to assure air fuel mixture at various RPM ranges. This was all done > via Engine ECU and interfacing a laptop computer. And the whole system seems > a little complex for a KR2. I also need to mention that I struggled with all > the items mentioned above. No big deal when on the ground ( ok maybe a few > towing bills and head gaskets and parts and such) but I sure wouldn't want > to have those issues in the air. > > I would still like to turbo an engine for my KR2. I am still unsure of the > best, lightest and most reliable way to do it. Maybe I will start with some > Rev Master turbo parts and go from there. > > Jeff York > KR-2 Flying > N839BG > Home page http://web.qx.net/jeffyork40/ > My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 > Email jeffyor...@qx.net > > > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html >
