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sarg314(at)gmail.com
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 Posted: Tue Dec 14, 2010 12:34 pm Post subject: typical peak EGT ? |
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I have an Lyc. IO-360-B2B from Aerosport on my 6A. It has about 23 hours on it now and after talking to Bart, he says it can be considered broken in. So I started experimenting with leaning it. I had been keeping the exhaust gas temps below 1300 F. (I have a VM1000 so I have EGT and CHT on each cylinder.) I should mention I've never done this before - this is the only plane I've flown with all these temp. probes.
At 6500 ft and 2400 rpm I started leaning it out a quarter of a turn at a time and then wait 30 seconds or so watching the exhaust gas temp and cyl. head temp. The exhaust gas temp responds quickly.  By the time I was at about EGT 1430 F and CHT 395 F with the fuel flow down to around 7.5gph, the engine started missing. The more I leaned the more it missed, so it must have been in the too-lean range at that point. I never saw the temperature peak. Admittedly, was kind of hard to tell with the vm1000 displaying a different probe every second. I guess I should pick one EGT probe and watch that, but I was expecting a more pronounced peak. (I wasn't using the vm1000 "leaning mode" display.)
From what I read in the Lycoming manual, I was expecting to see peak temperatures well over 1500 F.  I have the Vetterman exhaust and I placed the e.g.t. probes right where Larry V. said to put them. Larry does a lot of experimenting and I'm pretty sure that he has found the optimal place to measure e.g.t.
What are typical peak EGT temperatures for this engine?
--
Tom Sargent, RV-6A
[quote][b]
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recapen(at)earthlink.net
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| Posted: Tue Dec 14, 2010 1:00 pm Post subject: typical peak EGT ? |
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I have some graphs of when I did the injector balancing exercise in my 6A.
Aerosport IO360B1F6 with LASAR, 9.2:1 pistons, AFP injection, vetterman exhaust, SJ cowl/plenum. I put mine where Larry said also.
I think my numbers would be pretty close to what you should get. I don't remember off the top of my head what they were though......The altitude/RPM you were at is where I did mine too - although I had my MP (at) 24" too. Just under 8 gph is where mine started peaking. The goal is to get them all to peak at the same fuel flow rate - you probably won't be able to get the to peak at the same temp. After a couple of runs I was able to narrow down my injector sizing and finally get it right.
I'll dig out my graphs and send them to you directly.
--
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Larry Bowen
Joined: 09 Jan 2006
Posts: 802
Location: NC, USA
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| Posted: Tue Dec 14, 2010 4:41 pm Post subject: typical peak EGT ? |
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I just read about this the other night:
http://www.sportaviationonline.org/sportaviation/201010?folio=85
Absolute EGT values are next to worthless. Relative values are whats important.
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
On Tue, Dec 14, 2010 at 3:56 PM, Ralph E. Capen <recapen(at)earthlink.net (recapen(at)earthlink.net)> wrote:
[quote] --> RV-List message posted by: "Ralph E. Capen" <recapen(at)earthlink.net (recapen(at)earthlink.net)>
I have some graphs of when I did the injector balancing exercise in my 6A.
Aerosport IO360B1F6 with LASAR, 9.2:1 pistons, AFP injection, vetterman exhaust, SJ cowl/plenum. I put mine where Larry said also.
I think my numbers would be pretty close to what you should get. I don't remember off the top of my head what they were though......The altitude/RPM you were at is where I did mine too - although I had my MP (at) 24" too. Just under 8 gph is where mine started peaking. The goal is to get them all to peak at the same fuel flow rate - you probably won't be able to get the to peak at the same temp. After a couple of runs I was able to narrow down my injector sizing and finally get it right.
I'll dig out my graphs and send them to you directly.
--
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_________________
Larry Bowen
RV-8 SOLD,
RV-7QB in progress... |
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martinaerodrome(at)gmail.
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| Posted: Wed Dec 15, 2010 6:27 am Post subject: typical peak EGT ? |
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I have been opperating both the IO-360 and now the IO390 in my rv8 for the last ten years and found that the operating temps are the same in each engine. I find that the CHT should operate in the 360 range not to exceed 400. The EGT should operate in the 1400 to 1440. range. Another method is to lean until the engine peaks and then enrich until temps reduce 100 degrees. This is general proceedure, you will have to tweak it to reach optimum performance with your airplane/engine combination. Note, you will note small variation from winter (0 degrees in Wisconsin) to summer temps 60 to 90 degrees.
Dick Martin
RV8
N233m
the fast one
On Tue, Dec 14, 2010 at 2:28 PM, thomas sargent <sarg314(at)gmail.com (sarg314(at)gmail.com)> wrote:
[quote]I have an Lyc. IO-360-B2B from Aerosport on my 6A. It has about 23 hours on it now and after talking to Bart, he says it can be considered brokeDickn in. So I started experimenting with leaning it. I had been keeping the exhaust gas temps below 1300 F. (I have a VM1000 so I have EGT and CHT on each cylinder.) I should mention I've never done this before - this is the only plane I've flown with all these temp. probes.
At 6500 ft and 2400 rpm I started leaning it out a quarter of a turn at a time and then wait 30 seconds or so watching the exhaust gas temp and cyl. head temp. The exhaust gas temp responds quickly. By the time I was at about EGT 1430 F and CHT 395 F with the fuel flow down to around 7.5gph, the engine started missing. The more I leaned the more it missed, so it must have been in the too-lean range at that point. I never saw the temperature peak. Admittedly, was kind of hard to tell with the vm1000 displaying a different probe every second. I guess I should pick one EGT probe and watch that, but I was expecting a more pronounced peak. (I wasn't using the vm1000 "leaning mode" display.)
From what I read in the Lycoming manual, I was expecting to see peak temperatures well over 1500 F. I have the Vetterman exhaust and I placed the e.g.t. probes right where Larry V. said to put them. Larry does a lot of experimenting and I'm pretty sure that he has found the optimal place to measure e.g.t.
What are typical peak EGT temperatures for this engine?
--
Tom Sargent, RV-6A
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t="_blank">http://www.matronics.com/Navigator?RV-List
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Charles Heathco
Joined: 10 Jan 2006
Posts: 201
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| Posted: Wed Dec 15, 2010 6:31 am Post subject: typical peak EGT ? |
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When the engine starts missing you have leaned too much. Im old school, still lean the way we did it for umteen years. lean till starts t miss, push in 1/4 inch and your done. My last engine went 2340 hrs with that proceedure, still running like a top when I pulled it. Charles H
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gene.lee(at)gte.net
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| Posted: Thu Dec 16, 2010 7:00 am Post subject: typical peak EGT ? |
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After reading all the comments about CHT , EGT, and Leaning I can’t help but ask…
If an engine has temperature probes for both CHT and EGT, why not find the ‘peak’ using CHT rather than EGT? Especially since it’s been pointed out how inaccurate CHT temperature readings are.
Gene
RV-7a
N247DE
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Richard Martin
Sent: Wednesday, December 15, 2010 8:18 AM
To: rv-list(at)matronics.com
Subject: Re: typical peak EGT ?
I have been opperating both the IO-360 and now the IO390 in my rv8 for the last ten years and found that the operating temps are the same in each engine. I find that the CHT should operate in the 360 range not to exceed 400. The EGT should operate in the 1400 to 1440. range. Another method is to lean until the engine peaks and then enrich until temps reduce 100 degrees. This is general proceedure, you will have to tweak it to reach optimum performance with your airplane/engine combination. Note, you will note small variation from winter (0 degrees in Wisconsin) to summer temps 60 to 90 degrees.
Dick Martin
RV8
N233m
the fast one
On Tue, Dec 14, 2010 at 2:28 PM, thomas sargent <sarg314(at)gmail.com (sarg314(at)gmail.com)> wrote:
| Quote: |
I have an Lyc. IO-360-B2B from Aerosport on my 6A. It has about 23 hours on it now and after talking to Bart, he says it can be considered brokeDickn in. So I started experimenting with leaning it. I had been keeping the exhaust gas temps below 1300 F. (I have a VM1000 so I have EGT and CHT on each cylinder.) I should mention I've never done this before - this is the only plane I've flown with all these temp. probes.
At 6500 ft and 2400 rpm I started leaning it out a quarter of a turn at a time and then wait 30 seconds or so watching the exhaust gas temp and cyl. head temp. The exhaust gas temp responds quickly. By the time I was at about EGT 1430 F and CHT 395 F with the fuel flow down to around 7.5gph, the engine started missing. The more I leaned the more it missed, so it must have been in the too-lean range at that point. I never saw the temperature peak. Admittedly, was kind of hard to tell with the vm1000 displaying a different probe every second. I guess I should pick one EGT probe and watch that, but I was expecting a more pronounced peak. (I wasn't using the vm1000 "leaning mode" display.)
From what I read in the Lycoming manual, I was expecting to see peak temperatures well over 1500 F. I have the Vetterman exhaust and I placed the e.g.t. probes right where Larry V. said to put them. Larry does a lot of experimenting and I'm pretty sure that he has found the optimal place to measure e.g.t.
What are typical peak EGT temperatures for this engine?
--
Tom Sargent, RV-6A | Quote: | | "_blank">www.aeroelectric.com.com/" target="_blank">www.buildersbooks.com="_blank">www.homebuilthelp.com_blank">http://www.matronics.com/contributiont="_blank">http://www.matronics.com/Navigator?RV-Listttp://forums.matronics.com |
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pitts_pilot(at)bellsouth.
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| Posted: Thu Dec 16, 2010 10:01 am Post subject: typical peak EGT ? |
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Gene, EGTs are the ones that don't have a specific value, mostly due to the variable distance from the valve, the exhaust flow pattern, and the thickness of the exhaust pipe material. Typically used for leaning because EGTs change more rapidly than CHTs. From anecdotal experience, it seems that the old 'lean by ear' method works almost as good as that expensive engine monitor, but the ear can't tell you how far from peak you are.
Also, your EGTs will change with altitude and throttle setting, so the 'peak' will change.
Linn
On 12/16/2010 9:56 AM, Gene Lee wrote: [quote] <![endif]--> <![endif]-->
After reading all the comments about CHT , EGT, and Leaning I can’t help but ask…
If an engine has temperature probes for both CHT and EGT, why not find the ‘peak’ using CHT rather than EGT? Especially since it’s been pointed out how inaccurate CHT temperature readings are.
Gene
RV-7a
N247DE
From: owner-rv-list-server(at)matronics.com (owner-rv-list-server(at)matronics.com) [mailto:owner-rv-list-server(at)matronics.com (owner-rv-list-server(at)matronics.com)] On Behalf Of Richard Martin
Sent: Wednesday, December 15, 2010 8:18 AM
To: rv-list(at)matronics.com (rv-list(at)matronics.com)
Subject: Re: typical peak EGT ?
I have been opperating both the IO-360 and now the IO390 in my rv8 for the last ten years and found that the operating temps are the same in each engine. I find that the CHT should operate in the 360 range not to exceed 400. The EGT should operate in the 1400 to 1440. range. Another method is to lean until the engine peaks and then enrich until temps reduce 100 degrees. This is general proceedure, you will have to tweak it to reach optimum performance with your airplane/engine combination. Note, you will note small variation from winter (0 degrees in Wisconsin) to summer temps 60 to 90 degrees.
Dick Martin
RV8
N233m
the fast one
On Tue, Dec 14, 2010 at 2:28 PM, thomas sargent <sarg314(at)gmail.com (sarg314(at)gmail.com)> wrote:
| Quote: |
I have an Lyc. IO-360-B2B from Aerosport on my 6A. It has about 23 hours on it now and after talking to Bart, he says it can be considered brokeDickn in. So I started experimenting with leaning it. I had been keeping the exhaust gas temps below 1300 F. (I have a VM1000 so I have EGT and CHT on each cylinder.) I should mention I've never done this before - this is the only plane I've flown with all these temp. probes.
At 6500 ft and 2400 rpm I started leaning it out a quarter of a turn at a time and then wait 30 seconds or so watching the exhaust gas temp and cyl. head temp. The exhaust gas temp responds quickly. By the time I was at about EGT 1430 F and CHT 395 F with the fuel flow down to around 7.5gph, the engine started missing. The more I leaned the more it missed, so it must have been in the too-lean range at that point. I never saw the temperature peak. Admittedly, was kind of hard to tell with the vm1000 displaying a different probe every second. I guess I should pick one EGT probe and watch that, but I was expecting a more pronounced peak. (I wasn't using the vm1000 "leaning mode" display.)
From what I read in the Lycoming manual, I was expecting to see peak temperatures well over 1500 F. I have the Vetterman exhaust and I placed the e.g.t. probes right where Larry V. said to put them. Larry does a lot of experimenting and I'm pretty sure that he has found the optimal place to measure e.g.t.
What are typical peak EGT temperatures for this engine?
--
Tom Sargent, RV-6A |
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4
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gyoung
Joined: 09 Jan 2006
Posts: 211
Location: Republic of Texas
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| Posted: Thu Dec 16, 2010 10:55 am Post subject: typical peak EGT ? |
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Peak EGT is supposed to indicate when the mixture is at the exact stoichiometric ratio for combustion. EGT response time is fast limited only by the reaction time of the probe. CHT is slow having to contend with the mass of the head and the probe’s location. By the time you locate each cylinder’s peak with CHT you might have melted the heads.
Greg Young
Phoenix project – N6GY
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Gene Lee
Sent: Thursday, December 16, 2010 8:57 AM
To: rv-list(at)matronics.com
Subject: RE: typical peak EGT ?
After reading all the comments about CHT , EGT, and Leaning I can’t help but ask…
If an engine has temperature probes for both CHT and EGT, why not find the ‘peak’ using CHT rather than EGT? Especially since it’s been pointed out how inaccurate CHT temperature readings are.
Gene
RV-7a
N247DE
[quote][b]
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http://www.matronics.com/Navigator?RV-List |
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