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Old 11-07-2018, 02:00 PM
DanH's Avatar
DanH DanH is offline
Join Date: Oct 2005
Location: 08A
Posts: 8,069

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.
Dan Horton
Barrett IO-390
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Old 11-08-2018, 04:27 PM
Nova RV Nova RV is offline
Join Date: Aug 2015
Location: Leesburg, VA
Posts: 272

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
Chris Moon

Leesburg, VA
RV-14A kit # 140243 (flying as of 11/18)
VAF 2018 and 2019 paid
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Old 11-08-2018, 05:56 PM
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Carl Froehlich Carl Froehlich is offline
Join Date: Dec 2007
Location: Dogwood Airpark (VA42)
Posts: 1,812

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?

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Old 11-09-2018, 07:00 AM
Nova RV Nova RV is offline
Join Date: Aug 2015
Location: Leesburg, VA
Posts: 272


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.
Chris Moon

Leesburg, VA
RV-14A kit # 140243 (flying as of 11/18)
VAF 2018 and 2019 paid
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Old 11-09-2018, 08:12 AM
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bkervaski bkervaski is offline
Join Date: Mar 2017
Location: Birmingham, Alabama
Posts: 894

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:

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:

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.
#140376 RV-14A QB IO-390 Thunderbolt
Registered: N196
Progress: Flying!

Last edited by bkervaski : 11-09-2018 at 08:22 AM.
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Old 12-03-2018, 12:33 PM
Bavafa Bavafa is offline
Join Date: Oct 2007
Location: Sacramento, CA
Posts: 2,549

Just wondering what folks are getting for their top speed on their 14/14A.

My numbers so far has been encouraging... it has been cooler weather here so I lucked out. During the engine break-in, the two hours of full power, I was seeing 340-350 CHT and 204 oil temp. Yesterday, on my 6th hour of flight already seeing lower oil temp and CHT.
N825SM RV7A - IO360M1B - SOLD
N825MS RV14A - IO390 - Phase one
Dues paid
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