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  #21  
Old 09-06-2018, 09:29 AM
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DanH DanH is offline
 
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Quote:
Originally Posted by Robb View Post
I guess this is what you have to deal with on experimental airplanes.
No, you don't. Quite the opposite. With an experimental we are free to make whatever changes we wish to improve cooling performance. Of course, the two-edged sword rule applies; we're equally free to make bad choices.
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Last edited by DanH : 10-04-2018 at 11:34 AM.
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  #22  
Old 10-14-2018, 11:52 PM
rightrudder rightrudder is offline
 
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I finished the baffle modifications for cylinders 2 & 3 (quite similar to the pic that BillL posted) and am extremely happy with the results. No. 2 (the hottest) dropped about 25 degrees and is now the coolest! No. 3 is down about 10 degrees. Shoulda done this sooner.
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  #23  
Old 10-15-2018, 06:37 AM
NYTOM NYTOM is offline
 
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Just finished the #2 cylinder mod as presented by Bill and also having completed the widely accepted modification duct on #4. Glad to hear your results were acceptable Doug. Confident I have avoided a potential overheating problem. Would never have know about these proven solutions if not for the “VAF” Thank you gentelmen.
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  #24  
Old 10-30-2018, 12:46 PM
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Does anyone have any pictures of successful baffling improvements for cylinder #4? I've seen lot's of great ideas for #2 and #3. Thanks!

IO-360 parallel valve, Van's baffling with stock oil cooler.
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  #25  
Old 06-18-2019, 01:51 PM
bizpilot bizpilot is offline
 
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I know this thread has been extensively discussed last fall, but I have a different question. Our RV14A IO390 runs cold. Typically front cylinders 1and 2 low 200’s CHT’s, rear’s 3 and 4 mid to upper 200’s. This is at cruise. Almost never see 300 CHT’s. The CHT input curves were switched in our G3X from K to J or vice versa (can’t remember) then the CHT’s look normal. The ones with the cold numbers were the correct for our installation.
Any input appreciated.
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  #26  
Old 06-19-2019, 12:31 PM
N54SG N54SG is offline
 
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Quote:
Originally Posted by bizpilot View Post
I know this thread has been extensively discussed last fall, but I have a different question. Our RV14A IO390 runs cold. Typically front cylinders 1and 2 low 200’s CHT’s, rear’s 3 and 4 mid to upper 200’s. This is at cruise. Almost never see 300 CHT’s. The CHT input curves were switched in our G3X from K to J or vice versa (can’t remember) then the CHT’s look normal. The ones with the cold numbers were the correct for our installation.
Any input appreciated.
Highly suspect in my opinion. Type K thermocouple wire must not be mixed with Type J. The correct wire must be used with the correct probe, then configured properly in the G3X. Wire color is the easy way to tell which you have. Read this builders note from SteinAir:

http://www.steinair.com/wp-content/u...uple-cable.pdf

Wire:
https://www.steinair.com/product-cat.../thermocouple/

Also, I recently learned there are some grounded and ungrounded CHT probes. If I remember correctly, Advanced Flight Systems used ungrounded Type J CHT probes. Those WILL NOT work with a G3X. I had to change out 4 probes on a recent build to Grounded Type J (so I could use all my existing wiring behind the panel) and that corrected the false indication.

Low 200's at any power setting other than idle, in the winter, doesn't seem possible.
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