More details.....
Mike,
If I cherry pick, at 27 deg C, 28", 2650rpm, breaking in a new motor, in a climb, I would not at all be surprised to see 230F. I wouldn't like it either but it wouldn't surprise me. I don't think it would be abnormal. Lots of energy being absorbed. (sounds like you have tried a second temp sender and gauge). I also crank my pressure up (or add washers) to get 100 psi min when cold at full RPM. Runs 85 psi hot.
Yes - I know I'm being a little hopefully doing initial break in, 25C OAT @ 4000' den alt WOT with a lean running engine.
Pressure wise, we are right about the 90-95 psi on take off, 65-85 once things settle down a bit.
The oil squirts add thermal load and ECI Jugs add thermal load. I assume you are breaking in with mineral and per ECI you will probably remain with non syn, however semi syn would probably bring it down another 10.
Yes, AeroShell straight 100 - hopefully AD / multi will help but is likely to only be 10F ish at best - and we seem ~30+ F hot at the moment.
Not all 360's spit out the breather above 6qts. The AEIO has extra holes drilled inside to speed oil to the breather port. You would think that would make it spit more. I have an AEIO with the inverted stuff removed. (conventional breather) I can run 8 without spitting. More oil in the pan allows the thermal load to be absorbed by a proportionally larger mass. I'm sure you know the engine will run ok on 2 qts. Watch the temp go up if 2 qts has to do all the work. 6 will have to absorb and transfer more heat/quart then 8. Might want to run 8 during break in if it doesn't spit it.
Interesting - haven't been worrying too much, seems to have stabilised around the 6 - 6.5 Qts and not too much on the belly. I didn't know there was an AEIO internal mod. I don't know what the standard ECI case has.
If you are unable to find a flow rate to test, perhaps another pump health indication you could use is idle psi vs full power psi when the oil is hot compared to other similar engines. Or use you flowmeter on another airplane. I think you are going to have a tough time finding the flow rate in print since the flow through the cooler lines is independent of pump output. I'd let you test mine but I don't think you want to travel that far
A bit of a trek yes.... One of the challenges of building in the 'middle of nowhere'. I'm hoping someone like Bart or Rhoda might have the figure / experience from their high performance stuff. (or GMC / Mel / old hands etc from history). It would be good to link with PSI, air pressure difference, temp and the SW charts - that should give us some idea.
Different line of thought - I wonder if there is a formula for how much heat (BTU) should the engine be producing based on X fuel flow and Y hp output......
If your hot psi is less than 85 I would crank it up. But like I said at first 230 does not surprise me unless it does not come down below 200 at reduced power cruise/descent.
I can understand that we need 'enough', but faster / high pressure may or may not provide enough time for the heat transfer. Does additional PSI directly reduce the oil temp in your experience?
So far it basically all seems to depends on OAT.
Yesterday I had 58F @ 2600' pres alt, 24 / 2400, straight and level and it wouldn't stabilise and was climbing through 110C, PSI was still 69. and ASI was in the 150+ kts which gives us 6+ " of water across the cooler. CHTs were 382, 390, 373, 362F and fairly stable (these will be tweaked closer later, they are almost changing / dropping by the hour at the moment - #3 is coolest, #1 & #2 have dams to help keep the balance). Temps limited the flight to about 25 mins, only way to get temps down was throttle right back (< 13"). I couldn't get to WOT.
In comparision:
Wednesday, I had 58F @ 2000' pres alt, (ie. slightly cooler) 28" (WOT) / 2650 straight and level and it was stable and 'happy' with 100C and 72 PSI. CHT 378 393 364 374. Granted ASI was higher at ~160 kts, but during the whole 1.5 hours flying, I had low speed, climbs, 22/22, 23/23, 24/24, 25/25 etc and I don't think Oil temps got above 110C at all.
My current feeling is it is on a knife edge for cooling - I don't want to be limited to only flying during the winter
..... We are obviously trying to prove / confirm where the issue is, we can make the inlets bigger, make the outlet bigger, make the oil cooler bigger - all are significant changes and compared with other locals that are having to 90% block the coolers to get INTO the green something doesn't sit right - I don't want to mask a bigger / longer term problem..... SO the first focus is understanding and working out if we are getting too much heat, or not getting rid of enough (or both).
On the positive, the engine is pulling really well, is really smooth, the plane seems to be handling everything and flying is more fun than building.....
Thanks for the thoughts,
Carl
