I am still struggling with high oil temps. 230/240. I have done several things to lower under cowling temps including completely redoing my baffles (again) which included care and concern around the standard oil cooler which is mounted in standard location on top of motor. ( GPAS 2180 VW)
I have even had my exhaust pipes ceramic coated via Jet Hot coatings which coats pipes inside and out. The reasoning for this is I have a remote oil cooler and thought radiant heat from exhaust might be heating the oil via the remote oil cooler feed and return lines. I also had new Aeroquip oil lines made with braided stainless shields and also added heat shielding external on the remote oil cooler lines. I also just wanted to get rid of that cloth heat tape that absorbs mosture and lower under cowl temps in general as well as stop the rusting of my exhaust. Jet Hot is a great product. If you look at the pics of my plane, or if you seen it at the gathering this year, you will notice a lip along the lower exit area of the lower cowl. This lip extends about 1.5 inches rearward and below the fuse leaving a gap of about 1.5 to 2.0 inches between this lip and the bottom of the fuse. I also have a cut out area for the exhaust and front landing gear. I mention this so as to give an idea of the exit area size of the lower pressure side of the cowling. I also have incorporated an RV6 intake scoop that feeds fresh air to my cone style carb filter. (maybe I should shrowd the air cleaner up to the scoop intake to illimnate residual or access air coming into the intake side of the lower cowl.) My upper cowl is standard KR2 openings. Some at the gathering mentioned needing to go to a larger Revmaster oil cooler in order to cool the larger displacement 2180. I appreciate those thoughts. But, I have seen KR-2's with 2180 using the standard VW top mounted oil cooler too. SB mentioned that I probably should take some aluminum and make a slight upward bend in it and mount it to that lip along the exit area of the lower cowl. So as to decrease the actual exit area of my lower cowl. ( I hope I said that right SB) That said, it makes me wonder if the lip on the lower cowling is acting like a cowl induction ( Ala 71 Chevelle SS hood) and ram air inducing a higher pressure into my lower cowl? I am kinda thinking there might be something to that. Its strange because I do not remember having high oil temps problems the first 50 hours or so of flying the plane. It just seemed to start happening one hot Summer day while doing a lot of flying, takes offs and landings and carrying two people on board. But, I could be wrong, it may have had temp problems in in my busy and excited moments of flying I just didn't notice. In fact my passenger and also a pilot was the one that first noticed it. Wee had been been flying for a couple hours before he noticed or said anything. So we landed. That's when I decided to tighten up my baffling by redo, ceramic coating my exhaust and other little things. Nothing has changed it. So, I have been trying to look at others KR sites to get a better look at their lower cowlings but not able to see good enough pics to compare with mine. I have been trying to us the archives on this but not having any luck getting it (archive to work) So, I am looking for any additional thoughts, pics or information as I get ready to go back to the drawing board as they say and try to resolve this. I am also reviewing my white papers and books on this and would appreciate any one who may have actually had this experience who could share some insight. Jeff York KR-2 Lexington, Georgetown Airport hanger A-5 Mt Vernon 2011 Georgetown, Scott County for 2012 !!!!
