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05-27-2012, 03:28 PM
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Join Date: Aug 2007
Location: Wichita Falls, TX
Posts: 2,182
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We had to use a SW10599R on the RV-8 in my avatar. It has a 192hp parallel-valve ECI Titan engine with oil squirters. Oil temps still can get a bit high in climbs in the Texas heat but for the most part it does the job. The NDM 7-row cooler was woefully inadequate.
If you've got the angle valve 200hp IO-360, then you need the big 13-row cooler for that engine. Finding a place to mount it on an RV-7 is a bit challenging. For a short while, I had the 13-row cooler mounted on the rear baffle on the RV-8, it almost fit... but proved to be rubbing on the cowl and the motor mount a bit, so we removed it and installed the SW10599R. The big 13-row Aero Classic did a wonderful job of cooling too, maybe a bit too good of a job since when it was on I had difficulty getting the oil temp up above 160 on the way to Oshkosh and back.
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Neal Howard
Airplaneless once again...
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05-27-2012, 05:26 PM
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Join Date: Dec 2009
Location: Bismarck, ND
Posts: 212
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broke the code
started out with 13 row niagara on the firewall with 3" scat to baffle..ot high.
changed to 4" scat...ot still high (230 and climbing)
checked verantherm, changed to thinner gasket for better seating.. small change to the good.
all this time chts were in the low 300's.
removed 3/4 " from #1 front baffle....OT now ~ 185 degrees. problem solved.
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Larry Buller
RV7A slow build, Tip up, IO360 200hp, Catto 3 blade, Dynon Skyview, arinc 429, ems, SV transponder, Garmin GNS430w, Aera 560, Dynon D6.
FLYING!
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05-27-2012, 06:36 PM
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Join Date: Nov 2006
Location: Saint Simons Island , GA
Posts: 1,523
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11 years success
I have an angle valve A1B in my 8. Been running nice and cool for 11 years until the last couple weeks.
My setup.
7 row cooler on the firewall, 3" scat tube exiting out the bottom and normal cowl exit. Nothing out of the ordinary. Been running in the 170-180 range forever.
A couple weeks ago oil temp jumped about 30 degrees between one flight and the next. Couldn't figure it out. Cooler was clean and free of any obstruction. Baffling hadn't changed a bit, just running hotter and OP was lower because of the higher temps.
Today, I pulled the vernatherm and found a very distinct groove rubbed in the machined part that seats in the oil filter housing.
It's about a 32nd of an inch deep and about 220 degrees around the seat.
Lycoming and Skyranch have articles that state the seat of the vernatherm has to make 100% contact to seal and actually bypass the hot oil to the cooler so tomorrow I'll order a new vernatherm and try that.
I'll let you know how that works. I can't find anything else to look for.
Everything I've read says it's either airflow, clogged hoses or cooler or a bad vernatherm if you cylinders are healthy. Mine are brand new and very healthy.
__________________
Jerry "Widget" Morris
RV 8, N8JL, 3,000+ hours on my 8.
VAF #818
Saint Simons Island, GA. KSSI
PIF 2008, 2009, 2010, 2011,2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, 2020
 I just wish I could afford to live the way I do
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05-27-2012, 07:35 PM
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Join Date: Apr 2008
Location: DAYTONA BEACH, FL
Posts: 16
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I had oil tempt issues -IO390, Sam James cowl and plenum with 13 row double pass SW oil cooler remotely mounted with 4 inch duct. Cylinder head tempts less than 350, oil tempt well over 200 and above 220 in climb. This engine has high volume oil squirters on the base of the pistons which does a good job of cooling the pistons by putting the heat in the oil. I solved the problem after many different approaches after realizing the air was not able to fully exit from the cooler. The cooler was remotely mounted at 45 deg behind cylinder #3 with a 4 inch duct bringing air from the back of the engine plenum to a plenum I made over the oil cooler. What I discovered was air was flowing straight down thru the cylinders into lower cowl chute around the exhaust pipes and out. I pictured this like a high volume stream flowing down a narrow trough. Here comes the air exiting the oil cooler off to the right, that I theorized was coming straight down into the corner of the lower cowl, probably tumbling around, and trying unsuccessfully to merge with the cylinder air around the exhaust pipes. I envisioned this restricting the air flow thru the cooler.
OK, the solution. I did two things. First I made an aluminum exit funnel from the oil cooler exit leading down to the lower cowl chute with the exhaust pipes -this kept the air laminar and gave it an entrance into the cylinder air stream. It had no effect on cylinder tempts. The second thing I did was add a 45deg flange or lip to the lower cowl exit. I experimented with sizes and ended up with 1/2inch x 12inch. My oil tempts now run 185 deg and have not gone above 195.
Sorry this was so long, but I was trying to provide a good description. Hope this helps.
__________________
Bob Kurrle
Daytona Beach, FL
RV-7. N56RK
First flight 10/03/2011
2017 dues paid
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05-27-2012, 08:22 PM
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Join Date: Feb 2005
Location: San Antonio, Texas
Posts: 84
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Pics please?!
Quote:
Originally Posted by RKURRLE
I had oil tempt issues -IO390, Sam James cowl and plenum with 13 row double pass SW oil cooler remotely mounted with 4 inch duct. Cylinder head tempts less than 350, oil tempt well over 200 and above 220 in climb. This engine has high volume oil squirters on the base of the pistons which does a good job of cooling the pistons by putting the heat in the oil. I solved the problem after many different approaches after realizing the air was not able to fully exit from the cooler. The cooler was remotely mounted at 45 deg behind cylinder #3 with a 4 inch duct bringing air from the back of the engine plenum to a plenum I made over the oil cooler. What I discovered was air was flowing straight down thru the cylinders into lower cowl chute around the exhaust pipes and out. I pictured this like a high volume stream flowing down a narrow trough. Here comes the air exiting the oil cooler off to the right, that I theorized was coming straight down into the corner of the lower cowl, probably tumbling around, and trying unsuccessfully to merge with the cylinder air around the exhaust pipes. I envisioned this restricting the air flow thru the cooler.
OK, the solution. I did two things. First I made an aluminum exit funnel from the oil cooler exit leading down to the lower cowl chute with the exhaust pipes -this kept the air laminar and gave it an entrance into the cylinder air stream. It had no effect on cylinder tempts. The second thing I did was add a 45deg flange or lip to the lower cowl exit. I experimented with sizes and ended up with 1/2inch x 12inch. My oil tempts now run 185 deg and have not gone above 195.
Sorry this was so long, but I was trying to provide a good description. Hope this helps.
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__________________
Tom Chapman
San Antonio, Ft Worth
Building RV-7A and RV-10
Flying RV-4 since 1988
Flying Rans S-7S Courier since 2010
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05-28-2012, 11:11 AM
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Join Date: Apr 2008
Location: DAYTONA BEACH, FL
Posts: 16
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This is a photo of the remote oil cooler mounted of the firewall behind cylinder 3. You can see the 4 inch duct going to a carbon fiber plenum over the oil cooler to distribute the air over the entire face of the cooler. I do not have a photo of the aluminum funnel I made - I will take a photo next time I have the cowl off. But it basically goes from the outlet of the cooler down to the exhaust pipes so the exit air from the cooler has a way to get into the airstream exiting the cowl:
 [/IMG]
This is a photo of the lip I attached to the lower cowl exit:
[IMG]  [/IMG]
__________________
Bob Kurrle
Daytona Beach, FL
RV-7. N56RK
First flight 10/03/2011
2017 dues paid
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05-29-2012, 06:48 AM
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Join Date: Aug 2010
Location: Rochester, NY
Posts: 174
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Random dumb question...you're sure your oil temp sensor is reading accurately?
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