I don't agree with the idea of synthetic oil causing problems. My 2180 has used
Mobile 1, 15-50 since day one. Over 500 hrs on it now. Did one tear down around
200 hrs due to a prop strike, and the inside was like the day I had assembled
it.Also used synthetic in my GO300 for over 1000hrs running avgas. Never a
problem. The condition of the engine can lend itself to lots of oil related
problems. One of the biggest being blow by from worn rings. That dumps a lot of
impurities into the oil. It would take too much space to write all the issues
that can arise. The oil.must be kept cool no matter what. Oil breaks down fast
with heat. Oil can be worthless in as little as an hour if too hot. No more
protection for the engine. You might as well use pissed in the engine. Under
stand oil, and you prevent a lot of failures.Gary Hinkle. 40 yr A&P ?piston and
jet?
Sent from my Verizon Wireless 4G LTE smartphone
-------- Original message --------
From: lrffrench via KRnet <krnet at list.krnet.org>
List-Post: krnet@list.krnet.org
Date: 04/26/2016 13:28 (GMT-05:00)
To: KRnet <krnet at list.krnet.org>
Cc: lrffrench <lrffrench at gmail.com>
Subject: Re: KR> Type 1 Cylinder Heads
???
Hi KR league, ?of all the discussions that are so important about controlling
heat, I am surprised that so little discussion of oil happens. This is a big
decision. My research for my 1835 vw and oil has led me to Quaker State DEFY.
?I am running the 10w30 and the API-SL class. This is a semi- synthetic with
boosted zinc for anti-friction. In aircraft we can't use a full synthetic
because lead in av-gas will destroy the anti-friction adds in the pure
synthetics. Even if we plan to use mogas primarily, there may be the need to
use av-gas all of which have high lead. ?The molecule size in synthetics, even
the blends, is smaller and is known to run cooler. Note: ?Quaker State DEFY is
in almost identical containers with API-SN class oil. (Strange). ?SN doesn't
have the boosted Zinc. You have to read the small print to get API-SL. The SN
class has been made for the auto engines with catalytic converters because the
high zinc has been known to ruin the catalytic converters. Since aviation does
use them (yet), we can benefit from the zinc friction reduction.?Hope this
isn't noise on many of the great signals I read everyday from you
pros.Cheers,Rene Ffrench?N44774. Austin, Texas
Sent via the Samsung GALAXY S?4, an AT&T 4G LTE smartphone
-------- Original message --------
From: Chris Prata via KRnet <krnet at list.krnet.org>
List-Post: krnet@list.krnet.org
Date: 04/26/2016? 10:06 AM? (GMT-06:00)
To: KRnet <krnet at list.krnet.org>
Cc: Chris Prata <chrisprata at live.com>
Subject: Re: KR> Type 1 Cylinder Heads
thanks for the replies. looks like whenever I get to FWF (2 years from now???)
and if going with a Type 1, it will be important above all, to keep the heads
cool.
Secondary to that, buy the best heads/valves etc and make sure the machining is
right.
The other issue is to use the best forged crankshaft, hub and front bearing
choice and make sure that is installed properly as well.
And finally, run the engine properly, richen to keep cool when under higher
power.
I have nt seen as much issues with ignition system, carb, etc.
One issue I wonder about is the new aerovee turbo option, since these heads and
their temps are a key issue, one wonders about pushing that much more thermally
with the use of a turbocharger (and no intercooler). We all know that turbo
will compress the air charge increasing the temperature, and the added power
adds heat from inside the cylinder too. Under boost, those heads are taking
substantial additional heat from both sides as far as I can see.
?? ?
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