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  #21  
Old 11-07-2018, 02:00 PM
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DanH DanH is offline
 
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Quote:
Originally Posted by KeithB View Post
It looks like there are differences between the original (Lycoming) and the clone (Superior). The XP400 is stroked an additional 0.25”. Whether or not that is material is beyond my pay grade.
Yeah, that's a Superior-only crank, currently out of production. It was used in the 382 and 400.

I doubt additional stroke changes the CHT vs advance relationship in any meaningful way.
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  #22  
Old 11-08-2018, 04:27 PM
Nova RV Nova RV is offline
 
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These were my numbers yesterday at 2500 feet and OAT 61F running 24" and 2450rpm. IO390 and 2- PMAGS timed at 20 degrees.

Full rich oil temp 189
#1 235
#2 196
#3 231
#4 233

leaned to about 20 degrees rich of max EGT oil temp 191

#1 259
#2 220
#3 252
#4 251
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Leesburg, VA
RV-14A kit # 140243 (flying as of 11/18)
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  #23  
Old 11-08-2018, 05:56 PM
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Carl Froehlich Carl Froehlich is offline
 
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Am I wrong or does the data showing excessively low CHTs scream of too much cooling drag? Is this opportunity to clean up the RV-14 cowl inlet/outlet to gain a little speed?

Carl
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  #24  
Old 11-08-2018, 09:58 PM
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RV8JD RV8JD is offline
 
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Quote:
Originally Posted by Nova RV View Post
These were my numbers yesterday at 2500 feet and OAT 61F running 24" and 2450rpm. IO390 and 2- PMAGS timed at 20 degrees.

Full rich oil temp 189
#1 235
#2 196
#3 231
#4 233

leaned to about 20 degrees rich of max EGT oil temp 191

#1 259
#2 220
#3 252
#4 251
The CHTs seem almost too low to be believable. Is there any way the readings could be incorrect somehow?
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Last edited by RV8JD : 11-08-2018 at 10:01 PM.
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  #25  
Old 11-09-2018, 07:00 AM
Nova RV Nova RV is offline
 
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Location: Leesburg, VA
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Carl,

Yes they do seem to be very low. I started this thread because of it and also because I noticed there were no posts that I could find about high CHT issues in a 14. Based on the posts here it seems to not be an issue but I agree mine seem very low and I wanted some other data than mine before I start pulling things apart to run some tests. My setup is the stock CHT thermocouples that come in the Lycoming kit from Garmin, I have the correct thermocouple wire from the sensors to the GEA24 pins and no dissimilar metals connectors or solder in between. When I was assembling, I did some tests using the stock sensors and different wire from the sensor to the GEA24 unit and did get some interesting errors vs. OAT when I used different (non thermocouple) wire.
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RV-14A kit # 140243 (flying as of 11/18)
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  #26  
Old 11-09-2018, 08:12 AM
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bkervaski bkervaski is offline
 
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At 85-95deg F (Alabama Humidity) between 4500-5500 mine are consistently 340-360 at 85%, 320-330 at 75% but I generally lean out a bit to bring them back up to 340-360. Oil temps started at around 225 but as the hours went by the settled to around 185.

The manual states:

Quote:
For maximum service life, the Cylinder Head Temperature (CHT) must be maintained below 435ºF (224ºC) during performance cruise operation and below 400ºF (205ºC) for economy cruise powers.
But doesn't really give an optimal operating range.

For oil:

Quote:
The maximum permissible oil temperature is 235°F. (113°C.). For maximum engine life, maintain desired oil temperature is 180°F (82.22°C).
As a noob, I'm always looking for advice on how to manage my engine.
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Last edited by bkervaski : 11-09-2018 at 08:22 AM.
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