Jumbo
Well Known Member
Folks,
I have read the post of Sig600 re ´LOP or ROP, which do you run?´ and the 4-chaptered John Deakin ´Where Should I Run My Engine?´ document.
However I still need your advice on what is the max. recommended power setting when flying peak EGT or just on the LOP side.
My set up is a RV-4 with a Lyco O-320 E2D, 8.50:1 pistons (160 HP), standard RV air intake with the standard carburator heat (and a carburator) plus a Sensenich metal prop (70CM6S9-79). I run mostly 98 Octane (ROZ) ethanol-free Mogas (the 98 ROZ is ca. 94 after the US standard) with a ca. 20 US gals top up with Avgas every 3rd or 4th refill. I don´t have a fuel flow meter and no 4-way engine monitor however I do have a MAP gauge next to the RPM gauge and a single channel CHT and EGT.
The engine is at ca. 650 SMOH (first overhaul in 1996 on a 1980 hrs engine) and it ran with no issues with the leaning method of ´lean until the engine runs rough and than push mixture in that the engine runs smooth again - all at less than 70% power´ mostly on US (car) Mogas in Alabama.
If I fly peak EGT at 60% power or 50° ROP at 65% power I see CHT in the low 300° F range (just above 300° F ) and peak EGT is between 1350° F to 1425° F max. - if you like read my post ´RV-4 Performance: O-320, Sensenich Metal Prop´ (www.vansairforce.com/community/showthread.php?t=78637). I actually can run the engine ca. 20°F LOP on the one-way EGT gauge until it runs rough.
I do not intend to enhance my engine instruments really and my mission is ´go fast however as efficient as possible´ so I would like to run as lean as I can however I´d still like to get decent power. Therefore my question ´what is the max. recommended power setting when flying peak EGT or just on the LOP side.´
Deakin says it is 60% however I get from other posts like from ´Ironflight´ that ´The four-cylinder Lycs are just not the same as the turbo-charged big engines in the Bonanzas and 210's (the real target audience for Deakin and GAMI). I DO agree with Deakin on most all points, but I am just not that worried about the O-360's we fly normally aspirated.´
So - can I run with 65% power (ie. 21" MAP and 2400 RPM) with the method ´lean until the engine runs rough and than push mixture in that the engine just runs smooth again´ or even at 70% (ie. 21.5" MAP and 2500 RPM)?
With the Europe fuel prices of ca. 13 USD per gal my target power setting would be 65% actually (however at PEAK EGT or as lean as possible which is at just LOP knowing for one cylinder only with my single channel EGT gauge).
Advice welcome, Heinz
I have read the post of Sig600 re ´LOP or ROP, which do you run?´ and the 4-chaptered John Deakin ´Where Should I Run My Engine?´ document.
However I still need your advice on what is the max. recommended power setting when flying peak EGT or just on the LOP side.
My set up is a RV-4 with a Lyco O-320 E2D, 8.50:1 pistons (160 HP), standard RV air intake with the standard carburator heat (and a carburator) plus a Sensenich metal prop (70CM6S9-79). I run mostly 98 Octane (ROZ) ethanol-free Mogas (the 98 ROZ is ca. 94 after the US standard) with a ca. 20 US gals top up with Avgas every 3rd or 4th refill. I don´t have a fuel flow meter and no 4-way engine monitor however I do have a MAP gauge next to the RPM gauge and a single channel CHT and EGT.
The engine is at ca. 650 SMOH (first overhaul in 1996 on a 1980 hrs engine) and it ran with no issues with the leaning method of ´lean until the engine runs rough and than push mixture in that the engine runs smooth again - all at less than 70% power´ mostly on US (car) Mogas in Alabama.
If I fly peak EGT at 60% power or 50° ROP at 65% power I see CHT in the low 300° F range (just above 300° F ) and peak EGT is between 1350° F to 1425° F max. - if you like read my post ´RV-4 Performance: O-320, Sensenich Metal Prop´ (www.vansairforce.com/community/showthread.php?t=78637). I actually can run the engine ca. 20°F LOP on the one-way EGT gauge until it runs rough.
I do not intend to enhance my engine instruments really and my mission is ´go fast however as efficient as possible´ so I would like to run as lean as I can however I´d still like to get decent power. Therefore my question ´what is the max. recommended power setting when flying peak EGT or just on the LOP side.´
Deakin says it is 60% however I get from other posts like from ´Ironflight´ that ´The four-cylinder Lycs are just not the same as the turbo-charged big engines in the Bonanzas and 210's (the real target audience for Deakin and GAMI). I DO agree with Deakin on most all points, but I am just not that worried about the O-360's we fly normally aspirated.´
So - can I run with 65% power (ie. 21" MAP and 2400 RPM) with the method ´lean until the engine runs rough and than push mixture in that the engine just runs smooth again´ or even at 70% (ie. 21.5" MAP and 2500 RPM)?
With the Europe fuel prices of ca. 13 USD per gal my target power setting would be 65% actually (however at PEAK EGT or as lean as possible which is at just LOP knowing for one cylinder only with my single channel EGT gauge).
Advice welcome, Heinz
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