The Wisdom of STI Experience!
Randy,
your numbers are super and well needed encouragement for me and my project. i thought about a lyc, many times wished i had made a different decision, cussed as the huge amounts of money flowed like water out the door. the research and parts to be nullified by the next expensive whistle, bell, drive unit etc.
and for the first time in a long time, i am truly excited about the STI potential again. i knew the engine had plenty of zip when jan and i ran her in florida, now it feels real to me. thanks for all your hard work and sharing your knowledge.
even though i have been playing the STI engineering game for 2 1/2 years now, i constantly realize i have plenty of STI catchup to do. you, Ross, John Ziggy and Robert are the only sources of actual data that i know of on this engine. you have actually flown this setup, something i have only dreamed.
so i completed my airframe yesterday
and i am faced with a challenge. i don't like the factory m45 super, the hassle that now comes with the pulley change and the under powered super that it seems to be. (from what i gathered a miata unit that generates extreme heat). i might replace it.
i want no part of the heat that a turbo generates (did i mention how impressive your numbers are). currently, the way i am planning to setup my engine is with a centrifugal supercharger probably a paxton self lubricating. the consensus of the airport engineering team is a super is better, they used one on an F1 rocket and the plane is super fast. i live in texas and though i plan to do plenty of travel with my fast little, high flying rv, my home is HOT. we see 100F days sometimes for days and weeks in the summer.
i do enjoy your description and am beginning to get the picture. you said "I can now truly appreciate the difference in supercharger boosting and turbocharger boosting. Now it seems like the engine just runs free but still has the extra horsepower. It had plenty of HP with the supercharger, but it did have a noticeable drag on the engine, only noticeable after getting rid of it. Of course there are always drawbacks." those darn drawbacks. the wankel guy has some good supercharger/turbo points too.
i want a frictionless engine that burns no gas like the guy in "Illusions".
i want you numbers without the heat and of course without the tax a super puts on an engine. thanks, you described that well.
what turbo unit did you and Ross put together for our little STI if you care to share that data? any idea how many psi your getting out of that unit? how does that compare to the eaton i have? i am still learning to convert your high map pressures into something my brain can handle. i do love the looks on the airport faces when i describe your numbers.
i thought the guy who blew up his STI due to wastegate failure failed at 52". you and Ross say the engine is designed to run at 57". for your cruise what is max sustained pressure that won't destroy it? jan told me max was 45". you have operated well in excess of that number with no apparent harm.
what is the most efficient cruise map or is that a function of density altitude?
which unit would be less taxing to the reduction drive?
that's all the questions i can think right now, i know i wrote a novel. its been an exciting day my wings are on for the final time.
keep those test numbers coming.
thanks again for all your help gentleman l look forward to your reply,