Van's Air Force
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RV-10 EG33 Twin Turbo Photos
- Thread starter rv6ejguy
- Start date
Thanks Mike, I got off my lazy butt and finally took these photos today as various people have been bugging me for months...
Business is taking most of my time but I decided to close shop at noon on Fridays as of Jan. 1 to be able to get a few hours in on the -10 every week. I gotta get this thing flying this year. Still slogging through wiring at the moment. Once that is done, the panel goes in (already built long ago with all the stuff to go in the holes) and then I can stick the tail and wings on which have been done for a couple years now too.
Sounds easy but there are a couple hundred hours to go to have it flyable. Two business moves have added almost 2 years to the project unfortunately but that is how life goes sometimes. I think I had burnout on the project too after pounding on it for the first 3 years and needed a break. I got a GSXR, took up fashion photography in my "spare time", bought a Genesis Coupe and now I'm studying Japanese for a trip to Japan in April. Can you say mid life crisis? Trying to get focused back on the -10 with all these pesky distractions. At least getting to work now at the airport is fun so there are no excuses there.
Business is taking most of my time but I decided to close shop at noon on Fridays as of Jan. 1 to be able to get a few hours in on the -10 every week. I gotta get this thing flying this year. Still slogging through wiring at the moment. Once that is done, the panel goes in (already built long ago with all the stuff to go in the holes) and then I can stick the tail and wings on which have been done for a couple years now too.
Sounds easy but there are a couple hundred hours to go to have it flyable. Two business moves have added almost 2 years to the project unfortunately but that is how life goes sometimes. I think I had burnout on the project too after pounding on it for the first 3 years and needed a break. I got a GSXR, took up fashion photography in my "spare time", bought a Genesis Coupe and now I'm studying Japanese for a trip to Japan in April. Can you say mid life crisis? Trying to get focused back on the -10 with all these pesky distractions. At least getting to work now at the airport is fun so there are no excuses there.
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Heat exchanger for cabin heat. Can also divert hot air out the lower cowling exit for extra summer cooling in the climb.
pierre smith
Well Known Member
Beautiful work, Ross
IIRC, you fabbed all of the intake manifold and injector housings?
Great attention to detail!
Regards,
IIRC, you fabbed all of the intake manifold and injector housings?
Great attention to detail!
Regards,
I fabbed the intake manifold, turbo plumbing, intercooler tanks, engine mount and sub mount frame, header tank, twin alternator mounts, air filter mounts, crankcase vent tank and the many braces and brackets etc. The intake runners have velocity stacks built in to maximize airflow and are tuned for the cruise rpm range. The injector housings are something I designed that we sell for people to convert from carbs to EFI. We have many different designs and sizes to fit different injectors for Lycoming, Jabiru, Rotax, Subaru etc. Our CNC shop turns out hundreds of these a year.
It all fits under a stock cowling but was not easy, taking many hours of juggling component locations. I did have to move the oil filler door to the right rear for the EG33.
There are also over 100 hours into the radiator scoop alone with a cockpit controllable exit door, smooth contours, rad mounts and guide vanes glassed into it and many hours of reshaping and sanding.
I expect the engine to make an easy 275hp at 36-38 inches and 5400 rpm for takeoff and project speeds of 190 knots at any altitude, depending on how much fuel burn I want to suffer. The turbos can maintain full power to 18,000 feet+ so the climb rate should be fairly impressive.
I think the worst is over with now.
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John Courte
Well Known Member
Amazing work, congratulations.
I don't blame you for picking up a Gixxer though. Sport bikes are a blast.
I don't blame you for picking up a Gixxer though. Sport bikes are a blast.
The radiator and scoop were placed here for a variety of reasons- close to the C of G, water piping concerns, structure to attach to, ground cooling, frontal area of the scoop and CFD studies with regard to exit flow. This placement was the best overall compromise.
I use a horizontal splitter plate mounted just below the stock cowling air exit. This keeps hot air from the cowling from entering the rad scoop. The stock cowling exit shields about 35% of the rad scoop frontal area.
Many different rad mounting concepts were evaluated including completely submerged ducts with twin rads mounted aft of the baggage bulkhead however piping water lines through the structure and cutting holes for NACA ducts would create some serious structural concerns. Ground cooling would almost certainly be marginal as well.
With the turbos and intercoolers, there was no way to mount the rads up front in the cowling properly. I'm not a fan of mounting rads with the fins perpendicular to the freestream. All my testing with flow bench models show this is a high drag solution.
David-aviator
Well Known Member
Very impressive work, Ross.
I notice the PSRU is Marcotte. No personal experience with it but I hear it is solid and proven.
I notice the PSRU is Marcotte. No personal experience with it but I hear it is solid and proven.
Same basic box as I'm been flying in the 6A since 2003 (M300). Never touched it or had any trouble. They use a different drive plate/ damper design on this one and I'm adding a 6 lb. steel ring to the aluminum flywheel to increase inertia to try to reduce TV.
I proved that this statement is true. Drag was my biggest problem which I plan on correcting on #2 when I get the chance to build again.
Am I seeing the photo correctly in that the output of the two turbos eventually comes back together in a common intake manifold?
Does that mean that if one turbo quits the pressure from the other is simply exhausted out through the inoperative turbo? Or, is there a check valve in there somewhere?
Does that mean that if one turbo quits the pressure from the other is simply exhausted out through the inoperative turbo? Or, is there a check valve in there somewhere?
Yes, both turbos dump into the same throttle body. You'd probably lose a bunch of boost but the engine is rated at 230hp naturally aspirated so it would probably make at least 180 hp even with with a seized turbo on one side. Fortunately I've never had a turbo failure in almost 35 years of playing with them. They are probably more reliable than the actual engine. When fed with clean, cool Mobil 1, air filters and operated within N1 and ITT limits, there is no reason that you should ever see an issue.
