Jeff, Where is your oil cooler plumbed to and what psi are you running for oil pressure. We are having a pretty good discussion right now with the Sonerai folks about oil pressure and plumbing as it pertains to oil cooling. Here is a copy of my last post:
I spent 3+ years trying to get my 1850 to cool the oil with the Aerovee 32mm pump. I had a GPAS cooler plumbed through the normal location and could not get the oil to cool no matter where I put the cooler and how much air I fed it from lots of different locations. The best I can tell from the schematic and personal experience is that the engine senses oil temp by sensing pressure, assuming that if the pressure is low the oil is hot or the other way around. The 32mm pump would push 30 weight oil at 250f at 60psi. When I put the 2110 together, I went straight to full flow and a Mocal cooler. The oil sits at about 190f at full throttle for prolonged periods. I see 45psi at 4k and plenty at idle. One key point of full flowing is how much oil goes through the cooler because of routing. With the stock system, the cooler is after the first bypass. Excess oil is dumped back to the case never having gone through the cooler. The pump heats the oil and just dumps hot oil back to the case. With a full flow system, the excess oil goes through the cooler before being dumped back to the case. That is a big deal... I assume that the first bypass's spring pressure could be increased to deal with this whole issue, but full flowing brought other advantages that made it the better choice for me (full flow oil filtering). Jeff Lange Sonerai N1463J (2110cc vw) On 9/15/10, Jeff York <jeffyor...@yahoo.com> wrote: > 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 !!!! > > > > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html >
