Oil consumption during break-in

[Nova RV]

I have found that the -390 likes 6 quarts and no more. If you top off to 7-8 you will see horrendous numbers as you refill constantly back to 7-8. Leave it at 6 and it will last much, much longer before it goes down to say 5 qts. This is of course after actual break in is completed.

[Tom023]

Originally Posted by Nova RV

I have found that the -390 likes 6 quarts and no more. If you top off to 7-8 you will see horrendous numbers as you refill constantly back to 7-8. Leave it at 6 and it will last much, much longer before it goes down to say 5 qts. This is of course after actual break in is completed.

Chris,

How many hours per quart are you getting keeping it at 6? I’m on my first normal oil fill and just a tad over 6 quarts so I won’t add any.

[Bsquared]

Thank you to the actual IO 390 operators who responded. Between your stories and what I heard from Lycoming I am not concerned. The other reason I feel good is that my oil temp is rock solid at 180 and never goes above 190 even in a 100 kt climb and my CHTs are in the 330-340 range.

[Nova RV]

Originally Posted by Tom023

Chris,

How many hours per quart are you getting keeping it at 6? I’m on my first normal oil fill and just a tad over 6 quarts so I won’t add any.

I'm in the 10++hrs per qt range. Running Phillips XC 20W50 and total engine time about 150hrs.

[JDA_BTR]

I add a quart at 6 and it seems to go 12-15 hours between quarts. I had a seep at the dipstick gasket fixed by switching to a better seal and making it very snug but not over tight. Even with the seep the consumption was similar. I don’t know when the current usage started. I’m at 150 hrs and changed oil last at 135. Added a quart two hours ago but it wasn’t at 7 after the filter filled last change.

[Ironflight]

Originally Posted by Jimzim

I am faced with having to break in a new Lycoming 180 this spring in Denver. The last engine I broke in on my RV7 the cht’s were a big problem and I had to pull the power back just after takeoff to keep them below 430ish. MP ended up at 20 inches or less, most times.
And yes, I did everything I could to insure proper baffle sealing, engine timing, etc...
My question is, what can I do to properly break in my new engine under those conditions? I have considered trying to contact Lycoming to see if more run in time on their stand might be available. Not sure if they’ll do that.
The last thing I want to risk is the long term health of this engine.
Suggestions appreciated!
Thanks, Jim

More time on the run-in stand is a good thing to negotiate if you can - I have found that a couple hours pretty much breaks in a standard Nitrided Lycoming cylinder. Also make sure you have the airplane as slick as possible to get maximum cooling - wheel pants, fairings all complete.

Paul

[RONSIM]

we switched to Phillips X/C after about 50 hrs -- took another 25 hrs to get everything back to "normal". (Ni cylinders) Started the -6As new Ni cylinders on the Phillips X/C and everything settled down to 1qt ever 12-14hrs. (1qt between changes)

Ron

[Bsquared]

[quote=Ironflight;1493897] I have found that a couple hours pretty much breaks in a standard Nitrided Lycoming cylinder.

During my first hour of operation on my stock factory new 390 I watched my CHTs drop one after the other by about 25 deg. The Savvy Analysis data confirmed it. I think I saw my initial break-in happening real time. CHTs have been stabile since then.

[rwarre]

Rebuilt my o320 with Superior parts mostly. First 10 hours mineral oil, added 8 quarts initially. Only put in 1 quart additionally. Changed oil again after 25 more hours to Phillips 20-50 Have not used any significant amount yet. The oil stick shows just a little over 6 quarts. I never went higher than 80% rpm and kept the egt’s below 400. Also changed the power setting every 20 minutes while breaking in.

[turbo]

I calibrated my dip stick with marks at the 4,5 and 6 qt level. I check level cold before flight. I run below 5 for local flights. qt/15 hr. break it in HARD.