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  #131  
Old Today, 06:01 AM
rv6ejguy's Avatar
rv6ejguy rv6ejguy is offline
 
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Yup a lot of satisfaction in flying behind your own creation after paying your "dues".
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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
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  #132  
Old Today, 07:57 AM
BillL BillL is offline
 
Join Date: Sep 2007
Location: Central IL
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Default Definitely orient for the coolant to boil out.

Quote:
Originally Posted by charosenz View Post
My cooling troubles are SOLVED!

I will add the turbo back on and see how that goes. I have read different theories on the routing of turbo water cooling lines. These are on the sides of the turbo housing. Some say both should point up to allow water to pool to aid in cooling after shut down, some say one up and one down and some say both down.

Charlie
A friend of mine has a patent on the pooling shelf design. Our diesel engines got to be tightly "cowled" due to noise regs and was coking the oil. I remember our discussions about that when he had his idea list. The boiling of the coolant in that shelf dramatically dropped the temperatures of the center housing and out to the seals. All turbos should be made this way now, so pay attention to that orientation.
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  #133  
Old Today, 11:10 AM
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rv6ejguy rv6ejguy is offline
 
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Location: Calgary, Canada
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Most turbos have an option for a water cooled center section and they are a must when running ball bearings. My 40 years experience with journal bearing turbos is you don't need the water if you run Mobil 1 oil and don't shut the engine down with the turbine housing red hot. Let the engine run slow and idle for a minute or so as you finish your trip.

I've ice and road raced them (16 years) driven them on the street since 1978 to the tune of a million km+ and flown them for 15 years. Never had a bearing or seal failure yet with Mobil 1 in any of them.

The water lines are a liability in an aircraft IMO. More things to fail (and maybe lose your coolant), more weight, more complexity. We don't run water cooled turbos on the Reno stuff since there is no water available and that is a really severe test with EGTs up to 1800F and pushing the units right near their N1 limits.
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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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  #134  
Old Today, 12:28 PM
BillL BillL is offline
 
Join Date: Sep 2007
Location: Central IL
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Quote:
Originally Posted by rv6ejguy View Post
Most turbos have an option for a water cooled center section and they are a must when running ball bearings. My 40 years experience with journal bearing turbos is you don't need the water if you run Mobil 1 oil and don't shut the engine down with the turbine housing red hot. Let the engine run slow and idle for a minute or so as you finish your trip.

I've ice and road raced them (16 years) driven them on the street since 1978 to the tune of a million km+ and flown them for 15 years. Never had a bearing or seal failure yet with Mobil 1 in any of them.

The water lines are a liability in an aircraft IMO. More things to fail (and maybe lose your coolant), more weight, more complexity. We don't run water cooled turbos on the Reno stuff since there is no water available and that is a really severe test with EGTs up to 1800F and pushing the units right near their N1 limits.
I'll defer to your experience, Ross. Although, for validation of a good process, I might recommend a thermocouple on the housing to confirm this installation and cool down phase. Mobil 1 will tolerate much higher temps w/o coking.
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  #135  
Old Today, 01:03 PM
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rv6ejguy rv6ejguy is offline
 
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Quote:
Originally Posted by BillL View Post
I'll defer to your experience, Ross. Although, for validation of a good process, I might recommend a thermocouple on the housing to confirm this installation and cool down phase. Mobil 1 will tolerate much higher temps w/o coking.
Yes, the main key to not getting coking failures on the bearings and turbine end seals is the synthetic oil and that 1 minute of lower rpms and load before shutdown. Andy also runs synthetic automotive oil in his Race #30 Lancair which won Sport Class Gold this year.
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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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