UNDER THE COWL
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jets for the original carburetors
additional oil pump for the turbo
oil lines
aluminum air-box
carburetor sleeves
turbocharger – air-box sleeve
ties
This "altitude corrected" fuel-presure regulator is very sensible component that
a specialised manufacturer developed and calibrated for this turbo-kit.
The total additional weight of the turbo kit is 22 pounds.
According to the manufacturer's dyno measurements, the
engine showed an average of 121 hp with a fuel consumption at full continuous power of 5.54 gallons/hour (21
liters/hour).
The installation on the manufacturer's demonstrator
aircraft looked clean and professional. In talking with Alberto Marchini, a lot of useful and hidden details came out.
For example, the fuel delivery system was developed with
the help of a race specialist and is performing well because
its pressure regulator is constantly adjusting to the aircraft's density altitude. There are two electric fuel pumps
on board, with one always on. The starting procedure is
similar to any other 80-hp Rotax engine. There are two
fuel-pump switches, one for each fuel pump. Interestingly,
the turbo-converted engine retains the original (membrane) fuel pump despite two Pierburg electric fuel pumps
on board.
According to Marchini, this original engine-driven fuel
pump allows the aircraft to fly with reduced power, even
in case of failure of both electric pumps. An additional oil
pump that solely serves the turbocharger is located on top
of the original 912 oil pump. To prevent the turbocharger
from being flooded by the oil after the engine shutdown, a
dedicated valve closes the oil flow as soon as the oil pressure drops after engine stop.
The view from below to the turbo assembly; note the silencer that is directly bolted to the "hot" side of the turbo charger.
36 Vol.3 No.1 / January 2014
Photography courtesy of Marino Boric