HomeBuilt101
Well-Known Member
For those who have been patiently waiting for me to get my engine back together...I finally got it installed and did my first real flight today.
The question is...Is it better to plumb up the wastegate with a "Two Port" or "Three Port" controller?
More specifically...Is there a way to plumb the turbocharger wastegate controller to be more automatic for the control of MAP during the climb? Perhaps I chose the wrong method of plumbing my wastegate hoses as I am using a "two port" controller when I should have went with a "three port" (see PDF).
Of course all of the information on the web is automobile engine focuses and they keep talking about boost values that over/under/creep/etc but I need to understand what happens at a constant throttle (WOT) when increasing in pressure altitude so I was hoping some airplane people can explain this to me...
The engine system is as follows:
-Lycoming TIO-540 with 7.3:1 compression pistons
-Single automotive type turbocharger
-Comp Turbo Technology CT3693S
-Wheel specs are 62/75
-Oil lubricated
-2.0 CT40
-1.52 Aspect Ratio
-T4 Inlet Twin scroll
-TIAL V60 Wastegate with GREEN 4.34 PSI Spring
-TurboSmart Dual Stage Boost Controller TS-0105
The wastegate air lines are currently plumbed up as indicated in the top picture of the attached PDF. The wastegate boost controller is installed in the engine compartment so I did not step out and fiddle with the knobsin flight...the only reason why I installed the dual stage boost controller is sometimes I might run MOGAS and I want the controller to limit my MAP to reduce the Effective Compression Ratio to 10:1 during these times with a flip of the switch.
Here are the WOT altitude verses MAP readings I get with the dual stage controller operating on the "high boost" setting (the low boost setting right now drops it about 1 inch HG):
MSL MAP
2200 39.1
3000 38.3
4000 37.4
5000 36.2
6000 35.5
7000 35.0
8000 33.0
9000 32.1
10000 31.4
11000 30.3
So it is kinda like a 1 inch HG drop per 1000 feet but not exactly like a normally aspirated engine.
What if I connected up a three port boost controller that has the top of the TIAL diaphragm plumbed up in addition to the currently plumbed up bottom port like in the second picture?
Any help or advice would be appreciated!!!
The question is...Is it better to plumb up the wastegate with a "Two Port" or "Three Port" controller?
More specifically...Is there a way to plumb the turbocharger wastegate controller to be more automatic for the control of MAP during the climb? Perhaps I chose the wrong method of plumbing my wastegate hoses as I am using a "two port" controller when I should have went with a "three port" (see PDF).
Of course all of the information on the web is automobile engine focuses and they keep talking about boost values that over/under/creep/etc but I need to understand what happens at a constant throttle (WOT) when increasing in pressure altitude so I was hoping some airplane people can explain this to me...
The engine system is as follows:
-Lycoming TIO-540 with 7.3:1 compression pistons
-Single automotive type turbocharger
-Comp Turbo Technology CT3693S
-Wheel specs are 62/75
-Oil lubricated
-2.0 CT40
-1.52 Aspect Ratio
-T4 Inlet Twin scroll
-TIAL V60 Wastegate with GREEN 4.34 PSI Spring
-TurboSmart Dual Stage Boost Controller TS-0105
The wastegate air lines are currently plumbed up as indicated in the top picture of the attached PDF. The wastegate boost controller is installed in the engine compartment so I did not step out and fiddle with the knobsin flight...the only reason why I installed the dual stage boost controller is sometimes I might run MOGAS and I want the controller to limit my MAP to reduce the Effective Compression Ratio to 10:1 during these times with a flip of the switch.
Here are the WOT altitude verses MAP readings I get with the dual stage controller operating on the "high boost" setting (the low boost setting right now drops it about 1 inch HG):
MSL MAP
2200 39.1
3000 38.3
4000 37.4
5000 36.2
6000 35.5
7000 35.0
8000 33.0
9000 32.1
10000 31.4
11000 30.3
So it is kinda like a 1 inch HG drop per 1000 feet but not exactly like a normally aspirated engine.
What if I connected up a three port boost controller that has the top of the TIAL diaphragm plumbed up in addition to the currently plumbed up bottom port like in the second picture?
Any help or advice would be appreciated!!!
