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  #21  
Old 01-06-2017, 08:06 AM
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rv6ejguy rv6ejguy is offline
 
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Quote:
Originally Posted by rv7charlie View Post
The RWS drive from Tracy Crook (no longer available; he retired) is comfortable in the 7K rpm range. There's a guy down under working on an updated version with a couple of minor tweaks, but he hasn't given any projected production date.

Tracy has offered the drawings to anyone interested in resuming production.

Charlie
The problem with planetary drives and the Subaru is the engine sits too high in the cowling for proper intake manifolds to be used. The Autoflight H 300 is well proven in front of Subaru, Suzuki and Honda engines up to 300hp.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #22  
Old 01-06-2017, 08:52 AM
rv7charlie rv7charlie is offline
 
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Ross,

No argument about the effectiveness of a turbo for a/c use.

But.

While someone with your experience doesn't have many problems with properly sizing and installing a turbo, you aren't a typical homebuilder, and unfortunately, you're far from a typical alt engine installer.

This is hard to say, and no doubt hard to hear, but I'm afraid that there's often an inverse relationship between the builder's qualifications and his willingness to try an alt engine, and that's what drives the poor success rate.

Wouldn't you agree that for a more typical homebuilder, adding a turbo more than doubles the complexity of a custom alt engine install, and makes it much less likely to achieve success?

Charlie
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  #23  
Old 01-06-2017, 09:30 AM
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Quote:
Originally Posted by rv7charlie View Post
Ross,

No argument about the effectiveness of a turbo for a/c use.

But.

While someone with your experience doesn't have many problems with properly sizing and installing a turbo, you aren't a typical homebuilder, and unfortunately, you're far from a typical alt engine installer.

This is hard to say, and no doubt hard to hear, but I'm afraid that there's often an inverse relationship between the builder's qualifications and his willingness to try an alt engine, and that's what drives the poor success rate.

Wouldn't you agree that for a more typical homebuilder, adding a turbo more than doubles the complexity of a custom alt engine install, and makes it much less likely to achieve success?

Charlie
Agreed. This sort of project is for the few rather than the many. I've told many people who ask about an auto conversion to just install the Lycoming as I don't feel they have the skill set required to do this.

I had another fellow contact me 2 days ago considering doing an installation like this. He's got the right design, welding, fabrication background and he's good friends with Shane Getson who has one of the other Sti Turbo RVs so that may work out for him. Certainly if people have no experience and don't heed the advice of those who successfully have done it before, they will double their headaches.

I offer to help anyone match a turbo for their application at no charge and to offer some guidance on what to do and what not to do to give the best chance of success. It's a matter of following a proven recipe for the most part. We have a number of very satisfied Subaru users with several hundred hours of reliable service to date.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm



Last edited by rv6ejguy : 01-06-2017 at 09:38 AM.
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  #24  
Old 03-05-2017, 09:58 AM
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Update from Geoff:

He's hoping to be flying again in two weeks, waiting for a new drive coupler.

"Looking forward to flying again soon so will keep you posted.
Sadly, the first flight footage was only of the initial take off as the
camera person was not able to keep up with the plane and it disappeared out
of shot...
Have footage from inside as I had a GO Pro mounted so I could keep an eye on
the gauges etc. Need to get that uploaded so people can look at it. Will
hopefully do that in the next week."
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #25  
Old 03-06-2017, 07:22 AM
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Quote:
Originally Posted by rv6ejguy View Post
Update from Geoff:

He's hoping to be flying again in two weeks, waiting for a new drive coupler
New drive coupler? It ate the Centaflex?
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  #26  
Old 03-06-2017, 07:31 AM
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I didn't get the story on that, but will ask.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #27  
Old 03-06-2017, 02:05 PM
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rv6ejguy rv6ejguy is offline
 
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Geoff said the problem was caused by the box being too close to the engine when set up, which flexed the coupler back towards the flywheel and distorted it. He has re-machined the flywheel central mount plate so the coupler is not in any tension when gearbox is re-mounted.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #28  
Old 03-10-2018, 12:14 PM
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rv6ejguy rv6ejguy is offline
 
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Default New Update

This was posted by Geoff today:

Flying again!! Sorry for lack of updates.

Happy to report no major issues of any sort. Cooling problems are non existant. The underwing rads are working exactly as planned and coolant temps rarely go past 95 degrees C ( Constant climb @ 5200rpm @ 8lbs boost @ 80 knots @ 2500ft/min with full fuel will see 95deg C coolant temps) and I have been flying in 35 to 40 deg C temps recently. In cruise coolant mainly runs 75 deg C, oil 100 deg C, redrive 75 deg C . Main issue was one of vibration which I traced to the drive coupler being compressed when PSRU bolted up to motor. I machined a new flywheel and coupler mount and replaced coupler and smooth sailing.

Now dust has settled I am seeing 150 knots in cruise @ 4200 rpm @ 3 lbs boost @ 28 liters an hour. EGTs run 1370f-1380f @ 9500ft AMSL. I still have to put gear leg fairings and wheel spats on.

Biggest issue I have is my prop and reduction ratio. I am using an IVO prop Magnum @ 68 inches ( I cut it down when I had the engine package in my other aircraft) and need to go back to 76 inches. My reduction ratio is 1.95: 1 which is turning the prop too fast, another reason I cut it down and need to go to approx. 2.2:1 which I think is about what you are using.

The whole package is so smooth its uncanny…just love it!!

The aircraft is absolutely beautiful to fly, a real credit to Vans. No vices.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #29  
Old 05-28-2018, 08:06 AM
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Geoff sent me another update today:

"Have been flying for a while now and everything is working beautifully. 186 hours.

My data logging shows coolant temps constantly 79-80 deg C in cruise and sustained hard full power climbs, TOW 743kgs, 2500 ft per min @ 80 knots usually see 94-95 deg C max. My oil cooler is also incorporated into the cooling system so the system is performing both cooling tasks. Actual performance is not startling,( 155-160 Tas @ 7000ft, 4150 eng rpm, 2128 prop rpm, 110 kpa boost) as my prop is too small and my reduction ratio @ 1.95 : 1 is a bit fast to turn a larger prop efficiently. Will address that issue a bit further down the track. Just happy that all the effort has paid off."

Geoff is considering changes to the turbo in the future and we're discussing some possibilities there.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #30  
Old 05-28-2018, 04:53 PM
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Ross, has he verified his TAS against a GPS box test?

To compare to say another outstanding RV8 that recently finished test flying here in SEQ, it does 180-182KTAS flat out, and in a cruise config, WOT/2500/LOP it does 164-165KTAS at max weight.

I am just curious, but his cooling drag does not seem to be as bad as it could have been.
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