High Oil Temp Solutions?

[Robb]

The cooler model they sent me is an Aeroclassic 8001689. It looks like it will fit fine. I just need to make sure it is the correct one. It does remove a lot more heat than the one I have.

[BillL]

Should work well - and with an air supply valve it is adjustable for preventing oil cooler than 180F.

You might read the DanH's comparison of this two pass and the single pass (1001640) the same outside dimensions. It does have 6% less heat rejection, but the oil resistance is much lower.

http://www.vansairforce.com/communit...ad.php?t=44225

Either of these coolers should solve your oil temps. Keep us posted on your progress.

[Robb]

Thanks for all the help my new rv7 is a fantastic airplane and with my Husky I have the best of both worlds.

[Robb]

Installing my 1869 cooler tomorrow I will see how it works

[jtppalmer050390]

I have just the opposite problem. My oil cooler has the forward side completely covered and the oil barely gets warm enough o get into the normal range. Even on days 90 degree and up, it hardly gets to normal range. Defnately have an issue with the cooling of the oil.

[FasGlas]

Are you running Pmags? After lots of testing and documenting I am convinced Pmags increase your cylinder and oil temps.

[costa]

My Dear RV pilots and builders
High Oil temp on RV7s is a recurrent subject. I don?t know why some engines run very hot on RV7s. My RV7A was built in 2011, South Carolina, has a 180HP inject Lycoming clone from mattituck and runs always hot. On summer with OAT about 26 C I early seen 115-118 C (end of yellow zone and even red)
I talk with mattituck and Vans, no solutions. I think the airplane is not correctly designed. My previous cessna with 210HP and 2750 RPM on take off never got hot even climbing with full throttle. Something is wrong on Vans RV7.
First I had the cooler mounted on FW, with a Vans wrong designed accessory called firewall mounted oil cooler. This accessory not spread the air over all cooler elements but only for the elements placed on cooler center.
I changed the cooler for Baffle?no improvement, still hot engine oil. The cylinder hide part of the cooler and is not a good space for cooler definitively.
Turned back the cooler to FW now with a 4`scat and a new designed like Funnel metallic accessory connecting scat to oil cooler. Slightly better better but far to solve the problem, still not OK. I fly on yellow (110-118 C) and 55 to 60% of power, no more
My aircraft spend the summers inside hangar because is intolerant to hot weather.
I asked Vans people about to install a 11 elements cooler instead the standard 7. They say no need, 7 is enough (((((. I can not fly in summer!!!!
Some people write about to open the outflow of cowling. Is the solution?
Why Vans not study a definitive solution? there are engineers there. They must solve so many issues with oil temp on RV7?

If a larger cooler is the solution what model and brand? fit on place? the scat can be conneted with baffle?

Any suggestion is welcome
Thanks

[costa]

My Dear RV pilots and builders
High Oil temp on RV7s is a recurrent subject. I don?t know why some engines run very hot on RV7s. My RV7A was built in 2011, South Carolina, has a 180HP inject Lycoming clone from mattituck and runs always hot. On summer with OAT about 26 C I early seen 115-118 C (end of yellow zone and even red)
I talk with mattituck and Vans, no solutions. I think the airplane is not correctly designed. My previous cessna with 210HP and 2750 RPM on take off never got hot even climbing with full throttle. Something is wrong on Vans RV7.
First I had the cooler mounted on FW, with a Vans wrong designed accessory called firewall mounted oil cooler. This accessory not spread the air over all cooler elements but only for the elements placed on cooler center.
I changed the cooler for Baffle?no improvement, still hot engine oil. The cylinder hide part of the cooler and is not a good space for cooler definitively.
Turned back the cooler to FW now with a 4`scat and a new designed like Funnel metallic accessory connecting scat to oil cooler. Slightly better better but far to solve the problem, still not OK. I fly on yellow (110-118 C) and 55 to 60% of power, no more
My aircraft spend the summers inside hangar because is intolerant to hot weather.
I asked Vans people about to install a 11 elements cooler instead the standard 7. They say no need, 7 is enough (((((. I can not fly in summer!!!!
Some people write about to open the outflow of cowling. Is the solution?
Why Vans not study a definitive solution? there are engineers there. They must solve so many issues with oil temp on RV7?

If a larger cooler is the solution what model and brand? fit on place? the scat can be connected with baffle?

Any suggestion is welcome
Thanks

[costa]

I think Daniels is correct. People from Vans not believe that 7 elements cooler is not enough for IO360 engines or with more power.
Daniels can we see photos of a large cooler mounted on FW? How you negotiate with engine mounting bars? easy to mount the Scat 4" or above?
Did you use the metallic funnel or built another ?Did you install the hat shape from vans?

Thanks

Antonio Costa

[Randy]

Costa,

I feel your pain brother!

I measured and checked all the items related to high oil and CHTs and still had the problem. In the end I went against all the advice I had gotten and installed a second oil cooler in series with the first one, (a SW8432R dual pass cooler).

The first cooler is on the firewall with Van's RV10 mount fed with 4" scat tube. The second one is a small Positech 6 row cooler plumbed in series with the first one.

The results are better than I hoped for, I actually close the 4" butterfly on the feed to the first cooler at times to keep the oil temps up above 180F. I may have to close off more in the winter or even put the second cooler on the shelf, but now I finally have adequate oil cooling and can run my engine at best power rich of peak settings when I want to and CHTs and Oil T stays within MY Limits.

One other point: Be aware that the factory recommended continuous running oil temperatures for Lycoming engines is 180F to 220F, and the factory recommended CHTs are much higher than we normally read about people running on these forums. Research the Lycoming manuals and make your own decisions.

Most people will tell you that you do not need and should not add a second cooler. I am just giving you one data point of an RV7A flyer that did so and likes the results. FYI, my engine is IO-375, low compression with oil squirters that add about 20F to normal oil temperatures. I run dual Pmags and have adjusted timing all over with no appreciable results. The second cooler worked for me.

Randall In Sedona