X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from cdptpa-omtalb.mail.rr.com ([75.180.132.123] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTP id 4922561 for flyrotary@lancaironline.net; Fri, 25 Mar 2011 17:01:02 -0400 Received-SPF: pass receiver=logan.com; client-ip=75.180.132.123; envelope-from=eanderson@carolina.rr.com Return-Path: X-Authority-Analysis: v=1.1 cv=Nm3SJc7L3wlcojC9snsyzORkYWw1JOu3BeZkTeIwPUk= c=1 sm=0 a=eIaU6C7QCisA:10 a=rPkcCx1H5rrOSfN0dPC7kw==:17 a=3oc9M9_CAAAA:8 a=ayC55rCoAAAA:8 a=Ia-xEzejAAAA:8 a=pedpZTtsAAAA:8 a=dbrci4cwyhG5XB-Bh1MA:9 a=C3ymHpCdcdyOcOZLF6UA:7 a=Qq4MyXPcRlxQzAQw3Al2__H1DJUA:4 a=wPNLvfGTeEIA:10 a=U8Ie8EnqySEA:10 a=EzXvWhQp4_cA:10 a=eJojReuL3h0A:10 a=7Et5pWzKrWrlPQE2:21 a=ZZaM5FY9SgxAE3l2:21 a=wJacniGLWqNfyZCfjc8A:9 a=WcSG2gZ_OXz8dbrNwQ8A:7 a=B4Q1_TNCq9om-QRctXNVWXxq2B8A:4 a=YQ0afZZgozWlLVWO:21 a=_QAoq7xSp39lutcT:21 a=rPkcCx1H5rrOSfN0dPC7kw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 174.110.167.5 Received: from [174.110.167.5] ([174.110.167.5:50220] helo=EdPC) by cdptpa-oedge02.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id C9/9D-11439-9620D8D4; Fri, 25 Mar 2011 21:00:25 +0000 Message-ID: From: "Ed Anderson" To: "Rotary motors in aircraft" References: In-Reply-To: Subject: Re: [FlyRotary] Re: Radiator Caps [FlyRotary] Re: On the subject of installations...Coolant Pressure Date: Fri, 25 Mar 2011 17:00:11 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_002D_01CBEB0E.1A5579F0" X-Priority: 3 X-MSMail-Priority: Normal Importance: Normal X-Mailer: Microsoft Windows Live Mail 14.0.8117.416 X-MimeOLE: Produced By Microsoft MimeOLE V14.0.8117.416 This is a multi-part message in MIME format. ------=_NextPart_000_002D_01CBEB0E.1A5579F0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Yeah, Bill, but they had heck of a good set of water pump seals {:>). = I seem to recall that even that legendary bird had marginal cooling on = the ground - boy, I'll bet when a leak occurred they got a spray of = coolant and steam that looked like "ole Faithful".. Ed From: wrjjrs@aol.com=20 Sent: Friday, March 25, 2011 4:08 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: Radiator Caps [FlyRotary] Re: On the subject of = installations...Coolant Pressure Ed, while I'm not suggesting it for us it is a good thing to remember = that the P-51 used a 50 psi system! They must have really wanted to = prevent boiling! Bill Jepson Sent via DROID on Verizon Wireless -----Original message----- From: Ed Anderson To: Rotary motors in aircraft Sent: Fri, Mar 25, 2011 12:29:30 GMT+00:00 Subject: [FlyRotary] Radiator Caps [FlyRotary] Re: On the subject of = installations...Coolant Pressure One thing to keep in mind about the pressure rating of the radiator = cap you are using. All are rated relative to a standard sea level = ambinent pressure. This means that he air pressure itself is = contributing 14.7 psi at sea level. =20 So at sea level when your differential pressure coolant gauge is = reading 10 psi - the absolute pressure in your coolant system is then = 14.7 + 10 =3D 24.7 psi. Now if you are flying at 8000 MSL your ambient = pressure is approx 1/2 at sea level. So your 14.7 psi CAP now has the = lesser capacity of 7.3 + 10 =3D 17.3 psi absolute pressure capacity - = somewhat less than the 24.7 psi absolute it had at sea level. When you increase in altitude this component naturally decreases. So = while a 14.7 psi CAP may work fine at sea level, more than one person = found that at altitude that rating was insufficient and some coolant = was lost. I personally would not fly with less than a 21 psi cap and currently = fly with a 24 psi radiator cap. There is another factor that occurred to me. Once a hot coolant = system blows the relief valve on the cap, that lowers the pressure = inside the system, superheated (>212F) coolant can quickly flash to = steam and further cause lost of coolant. So a Higher PSI cap can lessen = the chance of that happening. =20 FWIW Ed From: Bill Bradburry=20 Sent: Thursday, March 24, 2011 5:30 PM To: Rotary motors in aircraft=20 Subject: [FlyRotary] Re: On the subject of installations...Coolant = Pressure Lynn, =20 You have hit my quandary squarely on the head. Assuming that the = pressure was zero at room temp and rose to say 6-7 pounds at 200 = degrees, and assume that the flow restriction in the system caused a = pressure rise of about 2 pounds at 2000 rpm and a pressure rise of, say, = 6-7 pounds at 6000 rpm. Under that scenario, you would have a pressure = that ran at between 7-9 pounds at 2000 and rose to 12-14 pounds at 6000. = Those pressures would be easily contained with the stock cap of 14 = pounds. And the pressure would be constantly changing with rpm and = possibly temp of the system as you were under power or not. =20 I have a 21 pound cap. My system climbs smartly to the top and stays = there. No fluctuation with rpm, no real fluctuation at temp because it = has already hit the 21 pounds before the engine is actually hot. = (around 190) =20 Something is wrong and I don=C2't understand what it is. =20 Bobby =20 I am going to insert answers to your questions in your msg below. =20 Bill B =20 -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Bobby J. Hughes Sent: Thursday, March 24, 2011 1:57 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: On the subject of installations...Coolant = Pressure =20 Bill, =20 This is all I can think of at the moment.=20 =20 Are you running a thermostat or did you plug the hole between the = inlets and outlets of the water pump?=20 =20 No thermostat. The Renesis has a thermostat tower which is too tall = to fit under my cowl, so I removed it and fabricated a flat plate with = two 1.25 aluminum tubes for the inlet and outlet of the water pump. = That hole you are referencing exists in the tower, but not in my plate. =20 If plugged did you drill a small hole in the plug to allow air a place = to escape? I used a #30 drill.=20 =20 Any air in my system would have to be carried to the highest point, = (radiator cap) then be forced by pressure to the bottom of the swirl = tank where it would be trapped. This seems to be working because I have = found that after I open the system for some reason, the level in the = swirl tank will go down and there is never any air at the top of the = radiator. =20 After an engine run is the radiator the same temperature at the inlet = / outlet / bottom and top? If I have trapped air only part of my = radiator gets hot to the touch. Dual pass barrier leaking? =20 Seems to be. I have mistakenly laid my arm on the top of the radiator = after a run=C2.usually I manage to get off pretty fast! :>) I can not = see into the radiator tank on the barrier side. It is possible it could = be leaking. I suppose if there was a rag in the thing it could be = trapped here also. I have no way to see in there even if the hose was = removed. I would need some kind of flexible camera or something like = that. =20 Use an extra CHT channel and clamp it to the inlet of your radiator to = measure Delta T. =20 Good idea. I will have to rig one up. I don=C2't have an extra now. =20 My water pressure does not vary that much in operation. But it does = hold a little pressure for a few days after shutdown. 1-2 psi.=20 =20 What is your pressure during operation? What is the pressure cap = rating? Does it vary at all with temp and/or rpm? Mine is maxed = out..always! =20 What size hoses? I=C2'm running 1in.=20 =20 The RX-8 uses 1.25 hoses. I stuck with that size as well. =20 Where are you measuring water pressure? =20 =20 The hose that comes off the top of the rear iron goes to the top of = the radiator, just below the cap. A tee in this line has the water = pressure sender in it. The radiator cap is just a cap, not a pressure = cap. The outlet in the radiator neck goes to the bottom of the swirl = tank. =20 Is your pressure cap on the bleed / swirl tank? =20 Yes. =20 Any pictures of the plumbing? =20 Not of the current setup. =20 Bobby -------------------------------------------------------------------------= ----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] = On Behalf Of Bill Bradburry Sent: Thursday, March 24, 2011 10:23 AM To: Rotary motors in aircraft Subject: [FlyRotary] On the subject of installations...Coolant = Pressure =20 I need some help with figuring out my cooling problems. =20 Just so it doesn=C2't get lost in the following BS, I need to state = that I think the problem is related to the coolant pressure. It seems = to me to be way too high. I am beginning to think that the coolant is = somehow partially blocked. =20 Now the rest of the story=C2.. =20 After I did the flight described in the attached email, I installed an = opening in the bottom of the cowl that would work something like a cowl = flap that is permanently open. The new opening is 9 inches by 5 inches = or 54 sq in.. There is a flare in front of the opening that is at an = angle of 45 degrees and extends down into the airstream about 4 inches. = (it is 6 inches long.) This opening is in addition to two 6 X 6 = openings, one of which has a 3 inch diameter exhaust pipe in it. =20 This helped a little, but nothing like I expected it would. The = pressure inside the radiator inlet dropped from 10 inches of water to 8 = inches of water. (by the way, Steve was right about it being inches of = water and not inches of Hg.) The pressure after the radiator and inside the cowl dropped to 8 = inches as well. The temperature of the water dropped to 208 and the oil = a couple of degrees. Neither of these had the result that I expected. =20 My water pressure cap is rated at 21 lbs. I have not calibrated the = sender that came with my EM-2 and it shows 3 lbs when the engine is = cold. I assume that this is zero. When in flight the pressure climbs = to 24 lbs and stays there. I assume that at this point, the cap is at = 21 lbs and is bleeding off air. There is about a pint to a quart of air = above the coolant in the bleed tank. =20 This morning I ran the engine on the ground for about 10-15 minutes at = an rpm of 3000 to 3200. The OAT was 75 degrees. =20 I read the temps and pressures every minute or two during the run. I = hope this doesn=C2't get jumbled during transmission.=20 =20 Oil temp =C2- 80 103 130 = 139 144 155 162 165 Air temp after cooler - 97 109 = 122 129 133 134 =20 Water temp - 86 126 161 173 = 178 190 198 199 Air temp after rad - 109 133 = 157 169 179 183 =20 Water pressure - 2 11 17 20 = 21 24 =20 =20 I noticed that the water pressure could be brought from 2 lbs to 9 lbs = by changing the rpm while the engine was still relatively cool =20 What should I expect for water pressure at lower temps and how could I = go about making a determination that the water passages are clear? =20 I am beginning to think that a rag has been left either in the engine = or the radiator. I have never torn the engine down and I sent the = radiator out to have a leak repair a couple of years ago. It is a = double pass radiator. I can look into the end that has both sides = connected thru the radiator cap neck, but not into the inlet and outlet = end.=20 =20 Suggestions??? =20 Thanks, =20 Bill B =20 -------------------------------------------------------------------------= ----- From: Bill Bradburry [mailto:bbradburry@bellsouth.net]=20 Sent: Sunday, March 20, 2011 5:29 PM To: 'Rotary motors in aircraft' Subject: On the subject of installations... =20 My water temp has been running between 199 and 217, depending on the = OAT. The oil is pretty steady at around 175. Today I finally got to = fly with pressure probes inside the cowling. I was all set to try and = enlarge the inlet to the radiator to solve the problem. It turns out = that =C2"in=C2" is not the problem, it is =C2"out=C2" that is the = problem! =20 I have 10 inches of Hg pressure in the radiator inlet and 10 inches of = Hg on the outlet side as well as the same pressure everywhere I measured = inside the cowl. I need to open up the cowl some so more air can get = out. I had considered a cowl flap but that would not work in this = instance because the problem is at cruise. I need a permanent opening. = I am considering louvers and I am looking for a source. I know some of = you are using them. Where did you get them and how are they installed = so that they look ok? =20 I am also considering some kind of flare around the exit area to = create a low pressure area to help suck air out. Do any of you have = those and do they seem to work? =20 While I look into this, I also need to do something about my = muffler=C2.Thank you, Bobby! =20 I wonder about that spiral muffler some of you are trying?? =20 Bill B 9 hours and counting=C2. =20 By the way, I was considering putting a 1 or 2 inch wide piece of = cardboard across the bottom of the oil cooler to partially block it in = the hopes that more air would then flow through the radiator. Sort of = like truckers do with the radiator in cold weather. What opinions do = you have about that idea? I realize it would make more sense if the oil = was really cool, but I think the oil might not get much hotter if an = inch or so was blocked. What do you think??? ------=_NextPart_000_002D_01CBEB0E.1A5579F0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable body {word-wrap: break-word; = background-color:#ffffff;}
Yeah, Bill, but they had heck of a good set of = water pump=20 seals {:>).   I seem to recall that even that legendary = bird had=20 marginal cooling on the ground - boy, I'll bet when a leak = occurred they=20  got a spray of coolant and steam that looked like "ole=20 Faithful"..
 
Ed

Sent: Friday, March 25, 2011 4:08 PM
Subject: [FlyRotary] Re: Radiator Caps [FlyRotary] Re: On = the=20 subject of installations...Coolant Pressure

Ed, while I'm = not=20 suggesting it for us it is a good thing to remember that the P-51 used a = 50 psi=20 system! They must have really wanted to prevent boiling!
Bill=20 Jepson

Sent via DROID on Verizon=20 Wireless


-----Original = message-----
From: = Ed Anderson=20 <eanderson@carolina.rr.com&g= t;
To:=20 Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent:=20 Fri, Mar 25, 2011 12:29:30 GMT+00:00
Subject: = [FlyRotary]=20 Radiator Caps [FlyRotary] Re: On the subject of = installations...Coolant=20 Pressure

One thing to keep in mind about the pressure = rating of=20 the radiator cap you are using.  All are rated relative to a = standard sea=20 level ambinent pressure.  This means that he air pressure itself = is=20 contributing 14.7 psi at sea level. 
 
So at sea level when your differential = pressure coolant=20 gauge is reading 10 psi - the absolute pressure in your coolant system = is then=20  14.7 + 10 =3D 24.7 psi.  Now if you are flying at 8000 MSL = your=20 ambient pressure is approx 1/2 at sea level.  So your 14.7 psi = CAP now=20 has the lesser capacity of 7.3 + 10 =3D 17.3 psi absolute pressure = capacity -=20 somewhat less than the 24.7 psi absolute it had at sea = level.
 
When you increase in altitude this component = naturally=20 decreases.  So while a 14.7 psi CAP may work fine at sea level, = more than=20 one person found that at altitude  that rating was =20 insufficient and some coolant was lost.
 
I personally would not fly with less than a 21 = psi cap=20 and currently fly with a 24 psi radiator cap.
 
There is another factor that occurred to = me.  Once=20 a hot coolant system blows the relief valve on the cap, that = lowers the=20 pressure inside the system, superheated (>212F) coolant can quickly = flash=20 to steam and further cause lost of coolant.  So a Higher PSI cap = can=20 lessen the chance of that happening. 
 
FWIW
 
Ed

Sent: Thursday, March 24, 2011 5:30 PM
Subject: [FlyRotary] Re: On the subject of = installations...Coolant=20 Pressure

Lynn,

 

You have = hit my=20 quandary squarely on the head.  Assuming that the pressure was = zero at=20 room temp and rose to say 6-7 pounds at 200 degrees, and assume that = the flow=20 restriction in the system caused a pressure rise of about 2 pounds at = 2000 rpm=20 and a pressure rise of, say, 6-7 pounds at 6000 rpm.  Under that=20 scenario, you would have a pressure that ran at between 7-9 pounds at = 2000 and=20 rose to 12-14 pounds at 6000.  Those pressures would be easily = contained=20 with the stock cap of 14 pounds.  And the pressure would be = constantly=20 changing with rpm and possibly temp of the system as you were under = power or=20 not.

 

I have a 21 = pound=20 cap.  My system climbs smartly to the top and stays there.  = No=20 fluctuation with rpm, no real fluctuation at temp because it has = already hit=20 the 21 pounds before the engine is actually hot.  (around=20 190)

 

Something = is wrong=20 and I don=C2=92t understand what it is.

 

Bobby

 

I am going = to insert=20 answers to your questions in your msg = below.

 

Bill=20 B

 

From: Rotary=20 motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bobby J. = Hughes
Sent: Thursday, March 24, 2011 = 1:57=20 PM
To: Rotary = motors in=20 aircraft
Subject: = [FlyRotary]=20 Re: On the subject of installations...Coolant=20 Pressure

 

Bill,

 

This is all = I can=20 think of at the moment.

 

Are you = running a=20 thermostat or did you plug the hole between the inlets and outlets of = the=20 water pump?

 

No = thermostat. =20 The Renesis has a thermostat tower which is too tall to fit under my = cowl, so=20 I removed it and fabricated a flat plate with two 1.25 aluminum tubes = for the=20 inlet and outlet of the water pump.  That hole you are = referencing exists=20 in the tower, but not in my plate.

 

If plugged = did you=20 drill a small hole in the plug to allow air a place to escape? I used = a #30=20 drill.

 

Any air in = my system=20 would have to be carried to the highest point, (radiator cap) then be = forced=20 by pressure to the bottom of the swirl tank where it would be = trapped. =20 This seems to be working because I have found that after I open the = system for=20 some reason, the level in the swirl tank will go down and there is = never any=20 air at the top of the radiator.

 

After an = engine run=20 is the radiator the same temperature at the inlet / outlet / bottom = and top?=20 If I have trapped air only part of my radiator gets hot to the touch. = Dual=20 pass barrier leaking?

 

Seems to = be.  I=20 have mistakenly laid my arm on the top of the radiator after a = run=C2=85usually I=20 manage to get off pretty fast!  :>)  I can not see into = the=20 radiator tank on the barrier side.  It is possible it could be=20 leaking.  I suppose if there was a rag in the thing it could be = trapped=20 here also.  I have no way to see in there even if the hose was=20 removed.  I would need some kind of flexible camera or something = like=20 that.

 

Use an = extra CHT=20 channel and clamp it to the inlet of your radiator to measure Delta=20 T.

 

Good = idea.  I=20 will have to rig one up.  I don=C2=92t have an extra=20 now.

 

My water = pressure=20 does not vary that much in operation. But it does hold a little = pressure for a=20 few days after shutdown.  1-2 psi.

 

What is your = pressure=20 during operation?  What is the pressure cap rating?  Does it = vary at=20 all with temp and/or rpm?  Mine is maxed=20 out..always!

 

What size = hoses? I=C2=92m=20 running 1in.

 

The RX-8 = uses 1.25=20 hoses.  I stuck with that size as = well.

 

Where are = you=20 measuring water pressure?  

 

The hose = that comes=20 off the top of the rear iron goes to the top of the radiator, just = below the=20 cap. A tee in this line has the water pressure sender in it.  The = radiator cap is just a cap, not a pressure cap.  The outlet in = the=20 radiator neck goes to the bottom of the swirl=20 tank.

 

Is your = pressure cap=20 on the bleed / swirl tank?

 

Yes.

 

Any = pictures of the=20 plumbing?

 

Not of the = current=20 setup.

 

Bobby

From: Rotary=20 motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill = Bradburry
Sent: Thursday, March 24, 2011 = 10:23=20 AM
To: Rotary = motors in=20 aircraft
Subject: = [FlyRotary]=20 On the subject of installations...Coolant=20 Pressure

 

I need some = help with=20 figuring out my cooling problems.

 

Just so it = doesn=C2=92t=20 get lost in the following BS, I need to state that I think the problem = is=20 related to the coolant pressure.  It seems to me to be way too=20 high.  I am beginning to think that the coolant is somehow = partially=20 blocked.

 

Now the = rest of the=20 story=C2=85.

 

After I did = the=20 flight described in the attached email, I installed an opening in the = bottom=20 of the cowl that would work something like a cowl flap that is = permanently=20 open.  The new opening is 9 inches by 5 inches or 54 sq = in..  There=20 is a flare in front of the opening that is at an angle of 45 degrees = and=20 extends down into the airstream about 4 inches.  (it is 6 inches=20 long.)  This opening is in addition to two 6 X 6 openings, one of = which=20 has a 3 inch diameter exhaust pipe in it.

 

This helped = a little,=20 but nothing like I expected it would.  The pressure inside the = radiator=20 inlet dropped from 10 inches of water to 8 inches of water.  (by = the way,=20 Steve was right about it being inches of water and not inches of=20 Hg.)

The = pressure after=20 the radiator and inside the cowl dropped to 8 inches as well.  = The=20 temperature of the water dropped to 208 and the oil a couple of = degrees. =20 Neither of these had the result that I = expected.

 

My water = pressure cap=20 is rated at 21 lbs.  I have not calibrated the sender that came = with my=20 EM-2 and it shows 3 lbs when the engine is cold.  I assume that = this is=20 zero.  When in flight the pressure climbs to 24 lbs and stays=20 there.  I assume that at this point, the cap is at 21 lbs and is = bleeding=20 off air.  There is about a pint to a quart of air above the = coolant in=20 the bleed tank.

 

This = morning I ran=20 the engine on the ground for about 10-15 minutes at an rpm of 3000 to=20 3200.  The OAT was 75 degrees.

 

I read the = temps and=20 pressures every minute or two during the run.  I hope this = doesn=C2=92t get=20 jumbled during transmission.

 

Oil temp = =C2=96=20 =             &= nbsp;        80=20      103     =20 = 130           &nbs= p; =20 = 139           &nbs= p;=20 144          =20 155         =20 162        =20 165

Air temp = after cooler=20 -=20 =             &= nbsp; 97      =20 = 109           &nbs= p;            = ;       =20 122           =20 129         =20 133        =20 134

 

Water temp=20 = -            =      =20 86       = 126     =20 = 161           &nbs= p; =20 = 173           &nbs= p;=20 178          =20 190         =20 198         =20 199

Air temp = after rad=20 = -            =        =20 109     =20 = 133           &nbs= p;            = ;       =20 157          =20 169         =20 179          =20 183

 

Water = pressure=20 = -            = =20 2         =20 11       =20 17       =20 =        20     = ;         =20 = 21            = ;            =    =20 24     

 

I noticed = that the=20 water pressure could be brought from 2 lbs to 9 lbs by changing the = rpm while=20 the engine was still relatively cool

 

What should = I expect=20 for water pressure at lower temps and how could I go about making a=20 determination that the water passages are = clear?

 

I am = beginning to=20 think that a rag has been left either in the engine or the = radiator.  I=20 have never torn the engine down and I sent the radiator out to have a = leak=20 repair a couple of years ago.  It is a double pass = radiator.  I can=20 look into the end that has both sides connected thru the radiator cap = neck,=20 but not into the inlet and outlet end.

 

Suggestions???

 

Thanks,

 

Bill=20 B

 

From: Bill=20 Bradburry [mailto:bbradburry@bellsouth.net]
Sent: Sunday, March 20, 2011 = 5:29=20 PM
To: = 'Rotary motors in=20 aircraft'
Subject: On the subject of=20 installations...

 

My water = temp has=20 been running between 199 and 217, depending on the OAT.  The oil = is=20 pretty steady at around 175.  Today I finally got to fly with = pressure=20 probes inside the cowling.  I was all set to try and enlarge the = inlet to=20 the radiator to solve the problem.  It turns out that = =C2=93in=C2=94 is not the=20 problem, it is =C2=93out=C2=94 that is the = problem!

 

I have 10 = inches of=20 Hg pressure in the radiator inlet and 10 inches of Hg on the outlet = side as=20 well as the same pressure everywhere I measured inside the cowl.  = I need=20 to open up the cowl some so more air can get out.  I had = considered a=20 cowl flap but that would not work in this instance because the problem = is at=20 cruise.  I need a permanent opening.  I am considering = louvers and I=20 am looking for a source.  I know some of you are using = them.  Where=20 did you get them and how are they installed so that they look=20 ok?

 

I am also = considering=20 some kind of flare around the exit area to create a low pressure area = to help=20 suck air out.  Do any of you have those and do they seem to=20 work?

 

While I = look into=20 this, I also need to do something about my muffler=C2=85Thank you,=20 Bobby!

 

I wonder = about that=20 spiral muffler some of you are trying??

 

Bill = B  9 hours=20 and counting=C2=85

 

By the way, = I was=20 considering putting a 1 or 2 inch wide piece of cardboard across the = bottom of=20 the oil cooler to partially block it in the hopes that more air would = then=20 flow through the radiator.  Sort of like truckers do with the = radiator in=20 cold weather.  What opinions do you have about that idea?  I = realize=20 it would make more sense if the oil was really cool, but I think the = oil might=20 not get much hotter if an inch or so was blocked.  What do you=20 = think???

=
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