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  #31  
Old 12-31-2010, 05:39 AM
Randy Randy is offline
 
Join Date: Jan 2005
Location: Sedona Arizona
Posts: 349
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Ross,

Thanks for posting those photos. As you can imagine I will be studying them at length since I am creating a similar machine. It does make for a very busy looking engine compartment once everything is in place!

Very nice looking installation.

I assume the aluminum exit duct near the exhaust is for the intercooler? Did he go with the original or a different core etc?

I have so many questions that I wish I could just it in person and study awhile

Randy C
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  #32  
Old 12-31-2010, 01:02 PM
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rv6ejguy rv6ejguy is offline
 
Join Date: Mar 2005
Location: Calgary, Canada
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There are 3 rads on this installation, 2 in the cheeks and one behind the engine. I can't recall whether that aluminum exit duct is for that third rad or the the intercooler. I also can't recall whether Ralph used Jan's intercooler. The project has been in the works for almost 3 years now.

I'll try to take some more detailed pix next time I'm there to answer your questions. My background is portrait photography with studio lighting so I need to brush up on things a bit to get better photos, these are not great...
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RV10 95% built- Sold 2016
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  #33  
Old 01-01-2011, 12:27 AM
SHIPCHIEF SHIPCHIEF is offline
 
Join Date: Mar 2008
Location: Seattle
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Ross;
Please do post more pictures and explain what you can. Tht's a very fine looking bit of engineering.
Davidaviator, that was a very interesting comment on why we do complicated engineering and then fly it ourselves. I'm not too sure you have it right just yet, but keep on working with it. (hint: the reasons why we do it are variable and change over the course of the project, and as we age. )
The art can only be expanded if we share information.
I've been off for a few days because my son finally got his Bellanca 14-19-3A together and running. The previous owner left it to sit for 15 years before he dicided to sell. The Engine (IO-470F) was a ball of rust inside. $14,000 before sales tax to rebuild, and that's just one aspect. Aircraft engines can not sit.
The first flight was last Wednesday, and I'm the only one Peter knows that the insurance Co. will cover, because I once had a 14-19-2. Peter needs 10 hours in type before the insurance will cover him. 3.2 hours down!! I'll be flying with him @ RV speeds for the next 6.8 hours until he can solo.
Meanwhile the Cessna 182 had a wet start. H3R ST-A600 extinguishers are now $145. ASK ME HOW I KNOW!! (or don't, the fire was small, but you always want to put it our ASAP).
I'll be back with the RV-8 turbo in a few weeks.
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  #34  
Old 01-02-2011, 12:25 AM
Chris Hill Chris Hill is offline
 
Join Date: Sep 2010
Location: Del Rio
Posts: 124
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Is there a viable option for adding turbo to an I/O-360? If so, where did you find it?
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  #35  
Old 01-02-2011, 06:14 AM
David-aviator David-aviator is offline
 
Join Date: Feb 2005
Location: Chesterfield, Missouri
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Quote:
Originally Posted by Chris Hill View Post
Is there a viable option for adding turbo to an I/O-360? If so, where did you find it?
Looking at Lycoming data, they did turbo charge and certified a few 0360's. The TO-360-C1A60 has 7.3:1 compression, develops 210HP at SL, 207HP at 10,000' and 157HP at 20,000. This engine was built for Aero Commander Rockwell.

Maybe you could find a used one and save a lot of research and development work. It sure would make an RV snort!
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  #36  
Old 01-02-2011, 06:38 AM
mike in phx mike in phx is offline
 
Join Date: Apr 2007
Location: phx
Posts: 61
Default its posible

look at the RV 6 forum
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  #37  
Old 01-02-2011, 11:19 AM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by mike in phx View Post
look at the RV 6 forum
Here's the link.
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