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chasb(at)satx.rr.com
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 Posted: Tue Sep 15, 2009 7:42 am Post subject: Engine Hesitation -Oil temps |
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I have an RV-6A with an IO-320 and initially was plagued by very high (240°+) oil temps. I tried a variety of solutions without help, including adding louvers to the bottom of the cowl, opening up the cowl air exit area, changing Vernatherms, changing oil pressure settings, checking timing, etc. Nothing helped. I was convinced my rebuilt engine had the wrong bearing inserts and so we (my engine builder and I) pulled the engine and tore it down. Bottom line was all of the internal engine specs were well within tolerance with no signs of overheating or stress. Reassembled and reinstalled, the high oil temps remained.
My oil cooler was a Van's Niagara mounted on the firewall and fed by a 3 inch scat tube with air taken from behind cylinder number three. I changed to a larger, more efficient (and much more expensive) Stewart Warner cooler from ACS and fed it with a 4 inch scat tube. (can't remember the nomenclature, but if anybody is interested, I'll look it up.) Problem solved. Now, even on a 100°+ day, climbing out with a hot engine, I rarely see more than 200° oil temps. In cruise my oil temps are a consistent 179° even at low altitudes, at high rpm, on a hot day.
One other solution - My AFP fuel injection has a fuel control metering jet that provides additional fuel at full throttle to help keep CHTs cool. Changing the metering jet to the next available size larger dropped my CHTs by about 50° during the climb and also helped keep the oil temps cool.
I'm considering covering the cowl louvers over to see if that makes any difference now.
Charlie Brame
RV-6A N11CB
San Antonio
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jim jewell
Joined: 09 Jan 2006
Posts: 82
Location: Kelowna B.C. Canada
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| Posted: Tue Sep 15, 2009 1:47 pm Post subject: Engine Hesitation -Oil temps |
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My carbureted 6-A O-360-A1A Hartzell C/S suffered hi oil and cylinder head temps on the hotter days that required reducing climb rates to avoid over heating.
I went out and bought some louvers then just before installing them I was advised to contact my engine builder regarding carburetor main jet sizes and their effect on engine temps.
The main jet size was increased and the engine now runs comfortably cool at what ever climb rate is required. OATs well above 35 degrees Celsius are no longer a problem.
I'm pleased that the louvers and their associated drag are no longer required.
I slept in one of those damned hotels, ...It did nothing to improve my expertise on the ins and outs of upper and lower cowling air flow rates and their effect on engine temps and associated drag etc.
It just seemed to me that if other RV6-A types can run cool without the added louvers then so should mine.
In this case The "KISS" principle might well be the right approach,
Jim in Kelowna
P.S. Jerry did you decide to stay on the lists for a while yet
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rickpegser(at)yahoo.com
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| Posted: Tue Sep 15, 2009 9:42 pm Post subject: Engine Hesitation -Oil temps |
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fuel is cool literally, that is the problem setting io's without the right gear. As we all know if you lean them out they will burnup. if we can get away from the "lowlead" it would be nice to be able to run o2 sensors.
rick
--- On Tue, 9/15/09, Jim <jjewell(at)telus.net> wrote:
[quote] From: Jim <jjewell(at)telus.net>
Subject: Re: Engine Hesitation -Oil temps
To: rv-list(at)matronics.com
Date: Tuesday, September 15, 2009, 2:20 PM
My carbureted
6-A O-360-A1A Hartzell
C/S suffered hi oil and cylinder head temps on the
hotter days that
required reducing climb rates to avoid over heating.
I went out and bought some
louvers then just before
installing them I was advised to contact my engine builder
regarding carburetor
main jet sizes and their effect on engine
temps.
The main jet size was
increased and the engine
now runs comfortably cool at what ever climb rate is
required. OATs well above
35 degrees Celsius are no longer a problem.
I'm pleased that the
louvers and their associated
drag are no longer required.
I slept in one of those
damned hotels, ....It did
nothing to improve my expertise on the ins and outs of
upper and lower cowling
air flow rates and their effect on engine temps and
associated drag
etc.
It just seemed to me that
if other RV6-A types can
run cool without the added louvers then so should
mine.
In this case The
"KISS" principle might well be the
right approach,
Jim in
Kelowna
P.S. Jerry did you
decide to stay on the
lists for a while yet
---
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http://www.matronics.com/Navigator?RV-List |
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