Fuel injected Lycoming IO-360-A1B6 215hp.
(10 to 1 Compression Cylinders)
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This engine replaced the original engine installed on the aircraft. When this new engine was built, it was decided to use new Lycoming cylinders and helicopter pistons. This will change the compression ratio to 10:1. After 40 hours of flying on this engine, the fuel consumption is 10.5 gph. The TAS has increased 7 kts. Oil temps are a little higher since the engine has not fully broken in.
A decision had to be made on the placement of the gascolator. Originally it was to be attached to the lower left firewall. Due to the engine mount, this location was not going to work. The engine mount was determined to be the best location. It provided a low point for the fuel system. The gascolator is located just above the engine cowling. A hole was provided in the cowling to access the drain at the bottom of the gascolator.
The heat mixer valve was located on the lower left firewall inside of the gascolator. Fresh air supply lines were attached to the rear baffle behind #4 cylinder. One line is routed to the heat muff, and the other was attached to the mixer valve.
The exhaust system was purchased from Van's Aircraft. After checking the fit, the exhaust pipes were sent to HPC in Oklahoma City. A chrome ceramic coating was applied to the inside and outside of the pipe. These pipes will not stain or change color. The ceramic coating will not retain heat and will be cooler.
At the aft top center of the engine the oil filter can be observed. A B&C oil filter adapter was installed. This adapter moves the filter back about an inch and rotates the filter to the vertical position. After engine shut down, the oil will flow back into the engine. This will provide a cleaner removal of the filter.
Heat shields were added to the exhaust system to protect the engine control cables. An extra heat shield was provided to protect the lower diagonal engine mount from the engine exhaust.
Except for the starter and alternator wires, all engine wires are installed on the right side of the engine. These wire exit the firewall just behind the upper right engine mount location. The wires then follow the engine mount tubing to their sensors.
An EDM700 engine analyzer was installed on the engine. This provides CHT and EGT readouts for each cylinder.
I decided to mount the oil cooler to the firewall instead of the back of the baffle. One reason was it blocked the area around the oil filler door when you opened it. Also by placing it on the firewall, I did not need to beef up the baffle to carry the load of the cooler and the oil. An advantage, that soon became apparent, was I could increase the size of the cooler if the one supplied by Vans did not work.
The oil cooler available from Vans contained 7 tubes. On an 80 degree day, the oil temps were running from 215 to 240 degrees. After talking with Niagara Oil Coolers (NDM in Niagara, NY), I purchased a 20006A13 tube cooler. This cooler is designed for the IO-540 engine and provided 50% more cooling area. The plenum chamber on top of the cooler was made out of clay, then fiberglassed. The idea was to make all corners round so the airflow would flow smoothly. Also the 4" scat duct was designed to minimize turning the air to much. GOOD NEWS! The cooler really dropped the temps. Now on the same 80 degree day they were running 180 to 195 degrees depending on power setting. In fact since the outside temps have dropped to 40 degrees since the installation of the oil cooler, I have had to block off the airflow to keep the temp running normal.
To get in touch with Niagara Oil Coolers, call 419-656-4675 and talk to Bill Kay. Bill can provide the oil cooler at factory direct prices.
Latest performance with oil cooler installation and new engine. OAT = 22C
Return trip from Oshkosh 2001
ALTITUDE 6500 8500 POWER 24"/2500 24"/2500 (full throttle) TAS 183 kts 187 kts OIL TEMP 190 degrees 185 degrees OIL PRESSURE 89 psi 87 psi
At 3500 feet with an OAT of 98 degrees, power set at 22"/2300:
Oil Temp = 193 degrees
TAS = 168 kts
Right Side:Most of the cables, heat lines, and fuel lines are ran on the left side of the engine. This allows more space for the oil cooler installation on the right side.On the lower engine mount tubes, the oil pressure and hour meter sensor are connected to an oil pressure tee. A small oil line routes engine oil pressure from the upper right side of the accessory case to the oil pressure tee.