I've already put this question directly to a couple of hard-chargers, but I thought I'd throw it out to the gallery for more input. Possible scenario......make power at 7,000RPM with a peripheral port AND turbo.......for those not aware, I'm talking about powering a plane, and thus, the power only needs to be at 7,000RPM. Before I was talking turboing my 4-port at a mere 5252RPM, but now I'm asking about PP & turbo at 7,000RPM. So....what are the possibilities? Is it possible at all?! If so, how much boost, how much power, which turbo? Is the RPM right for this kind of setup? Which manifold? What about wastegating for a static RPM of 7,000RPM? Open header, or something else? You folks have been very informative, so please......feel free to speak up and give me your craziest & deepest thoughts on this! THANKS! https://www.nopistons.com/forums/pub...DIR#>/cool.png





PS: I'm not blowin' smoke here....this board & it's members have been the most informative for me yet....a lil' brutal at times, but it's all good!!!! THANKS!

its possable, the problem is two fold



1. most pp housings are setup to make power high in the rpm band and have a lot of overlap



2. engines with a lot of overlap dont like back pressure



you need a way to keep the port timing a little more sane so you can make power a little lower (factory pp motors are rated @9000/9500)



once you iron that out and get a large turbo, it should make crazy power, and since you're not going over 7500-8000 it should last a long time



sincerely,

the penut

you need to decide how much power you want, then well help u

The prop I have selected for my aircraft has a top engine power capacity of 700HP....so let's start there.......I can always back out of the boost at criuse altitude.

Well if you are doing your own ports, you can more or less set the

RPM band wherever you want it (still will have lots of overlap)

The European rotaries were all peripheral ported, and I think they

were all under 8,000 RPM.

I've been led to believe that tuning a peripheral turbo is difficult.

The link I posted in your other thread has a motor that can do that.





In a drag car. I don't know if the builder will be too thrilled about putting it in a plane and having it flying overhead. I sure wouldn't.





How's the glide characteristics of this plane, anyway? https://www.nopistons.com/forums/pub...#>/biggrin.png

More like 6,000 RPM for cruise and 6,500 to 7,000 for take off with a varable pitch prop. A propeller speed reduction unit of 3:1 or less.



What is the airframe? What PSRU will you be using?



Unlike a car, the aircraft is running close to a 100% duty cycle. Perhaps not making a bunch of extra power with the turbo, and just running a few pounds of boost overall and maintaining sea level (normalize) or better up to 10,000 feet.



Nonturbo rotaries in aircraft have trouble with water and oil temperature control.



A home made Pport with 95 to 100 degrees open point and 70 or 75 degree closing point with a round port would be conservative enough. With a 2.85:1 or 3:1 reduction you can have a high idle speed so idle quality won't be a problem.



A home made stainless manifold would be fine. Lighter than cast iron and crack free.



Or better yet, build the engine with NA housings to get the exhaust splitters and get it flying without the turbo. Muffling is a big problem in aircraft. Work out all of the bugs and then try out the turbo.



There is a bunch of support available for this venture. Are you aware of the many sites related to avation rotaries and related equipment?



Lynn E. Hanover



Picture is a bed mount for a 13B in an RV-6. Very nice.

Talk about a baffle plate. https://www.nopistons.com/forums/pub...IR#>/smile.png

Lynn, is someone making those engine mounts currently?! Very nice.



Also, 9J(J9????)when you say it should last a long time, what kind of hours of operation at these power levels are we talking about? I only need the boost at 100% for about two minutes on take-off, then it can be backed off to 50% for the rest of the flight.