X-Junk-Score: 0 [] X-Cloudmark-Score: 0 [] X-Cloudmark-Analysis: v=2.2 cv=HLeBLclv c=1 sm=1 tr=0 a=U5zQPw3r0los7BvIzw5nPQ==:117 a=7mUfYlMuFuIA:10 a=3oc9M9_CAAAA:8 a=Ia-xEzejAAAA:8 a=W65Ex4tOTfF1vydMpnIA:9 a=QEXdDO2ut3YA:10 a=jHDxYXgUSEkFyhuac5MA:9 a=jwaliJZlBgz5StwZ:21 a=Urk15JJjZg1Xo0ryW_k8:22 From: "Andrew Martin andrew@martinag.com.au" Received: from mail-io0-f170.google.com ([209.85.223.170] verified) by logan.com (CommuniGate Pro SMTP 6.2.5) with ESMTPS id 11295527 for flyrotary@lancaironline.net; Sat, 23 Jun 2018 22:35:30 -0400 Received-SPF: none receiver=logan.com; client-ip=209.85.223.170; envelope-from=andrew@martinag.com.au Received: by mail-io0-f170.google.com with SMTP id e15-v6so9443828iog.1 for ; Sat, 23 Jun 2018 19:35:32 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=martinag-com-au.20150623.gappssmtp.com; s=20150623; h=mime-version:references:in-reply-to:from:date:message-id:subject:to; bh=KKfqMfXZYOWYuABQ4qVFIneoqzxwjyD6rfi2cUC6hSw=; b=qDGq/Yujx6Px8AmNoBHlgNedVjFXu/bONwZKgoHLkc2KX2xnOzRWetTwsElYVv14I7 tbExltXSROcm0aW/3lZWak2iPoYXi79nZpU+szraM9T2wcHDJa/ImXvQ04DsrdB1L2e6 4AT14Zr4M1+DQPLnm0amDalUfLXZYaqfqBS/z+eh6vum1vwms/I/Da6FPtBz90i4b7Pw czP69FiLHKZ07Ems0nB3S4cZGs/QATWJ2gn/rSYmkhB4Im6Mp6XlmNyi/FvJ7qW0xonu smLkZ2YI0CEmxhHNn2oCvPwl5LRoIBs3ogUUAEVKhZqTQxD8ejrN2sP0jwNpSES3jCe8 9E7Q== X-Google-DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=1e100.net; s=20161025; h=x-gm-message-state:mime-version:references:in-reply-to:from:date :message-id:subject:to; bh=KKfqMfXZYOWYuABQ4qVFIneoqzxwjyD6rfi2cUC6hSw=; b=njWOM+eAB44EIlqsteBagUv52qHNa2iURFyoxqXfbwHCUUc4LT4G/JL2+sLKXEOIMx qno8uDN9znlTxo+Ojfft+3ad4G7tkoK2StVL12gygA8dzexIeg4biChpYLGE7jh5cqCK ISnFzw/7cHnzhrLzWBPlEee4k70V8qWBummaWyQpSYr/+CUrKUpIIeugF9DNXhGIaWYn pGuOHUgM6Fgjqwnf0LD26STY03kNLZgvtrVWf279M6PGHwy+Xn7zIMgklqsq8qv6lVxX 9RZ2x7bjxqnvP8Ova+5I79wVT3DVNB8ph/qR/h9ehLIz0P/iSq2y1JbgpXD/5jVa7+xV A5gQ== X-Gm-Message-State: APt69E33vxoGoJ6zLqbxDyjbfsregVd/QQUQ46Wl+DeI+BJDpRIljs9H oo6jakjFgUfhHuM6gVE6UKFGa+fh3r1A96m9CrSD X-Google-Smtp-Source: ADUXVKKuv7eSLtb+ssQ8NwddHWOk//Uc8d0bCjPpuaePXj5LDLtvCaBLpFwKwO2chM03598D9gOzmbkLO4L1WaQQd34= X-Received: by 2002:a6b:d106:: with SMTP id l6-v6mr4648603iob.8.1529807714955; Sat, 23 Jun 2018 19:35:14 -0700 (PDT) MIME-Version: 1.0 References: In-Reply-To: Date: Sun, 24 Jun 2018 10:35:03 +0800 Message-ID: Subject: Re: [FlyRotary] Re: Oil To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary="0000000000006cc5f1056f5a1de4" --0000000000006cc5f1056f5a1de4 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Lynn, my setup is pretty much stock where most oil should pass through cooler direct to rear iron ocv, only oil that enters oil gallery is filtered, pressure, temp & redrive oil taken from a block after filter, But the cooler issue is a bit more incidious in that without a pressure gauge at pump outlet there is no indication of the restriction. I have no problem with having =E2=80=9Csome=E2=80=9D restriction in the cooler but as= it builds markedly with increased flow at rpm, Oil delta t drops as oil flow is too fast through the core to cool the oil, and when front cover relief opens at high rpm due to the restriction, only part of pump output is getting cooled and temps rise more. Setrab, Fluidyne etc do claim low pressure drop but I have struggled to find at what flow rates, Adding smaller coolers in parallel is an option but the data is still needed to choose the correct sizes that allows all oil to pass through a cooler without pressure drop and have just enough surface area to transfer heat to air. My test showed 140psi pump output 80psi at back iron, I still dont know what my front cover relief is set at, as 140 was max pressure of gauge I had. But front cover relief valve should never operate in normal operation as it is a safety valve for the pump,front cover & cooler only. Only engine that is diferent is 2009+ renesis as that has only one valve in the system & diferent oil flow design to the rest of the mazda rotaries. Andrew On Sun, 24 Jun 2018 at 7:51 am, Accountlehanover lehanover@aol.com < flyrotary@lancaironline.net> wrote: > A restrictive cooler would (might) show a higher oil pressure than the > control valve will allow if measured before the cooler. Because the stock > relief valve is at the end of the system. So the stock valve might allow > for 80 PSI, but never open if the full 80 PSI never gets to it so as to > activate. Racers measure oil pressure where the oil enters the engine. > Usually in an aluminum block that replaces the stock oil filter stand. > What do the bearings see, is the information you want. We raced for years > with 80 PSI entering the engine. > And that was turning the engine to 9,000 RPM on each shift. Oil coolers > are constructed of many sharp edged tubes . Pushing oil or any liquid or > gas into the end of a sharp edged tube is nearly impossible. So many more > tubes than you would calculate necessary are used in order to overcome th= e > sharp tube flow problem. So, if the stock relief were set at 79 PSI > (stock on early engines) you would want to see 79 PSI on you oil pressure > Gage as taken out of that aluminum block. Mistral calculated the cooler > size required on the test Piper. The plane would overheat the oil while > still within sight of the airport. > The were also using aircraft oil in the engine. 20-50 if I remember > correctly. So, flow got worse as the oil heated up. > > The racer had an external oil pump with one pressure section (adjustable > up to any pressure you might want) and two scavenge sections. The scaveng= e > sections returned oil and air to a storage tank through a set of bug scre= en > filters and two Setrab 44 row coolers in series. The pressure section > pulled from the tank and pressurized oil went through two K&N oil filters > in parallel and then through a single 44 row Setrab cooler. So, we ran 10= 0 > PSI at the engine. Shifting at 9,700 RPM. 250 HP. Oil is Red Line 20-50 > racing synthetic. A common choice for rotary racing. Not a single oil > related failure in 30 years. Oil coolers (and filters) in parallel reduce > flow resistance. Coolers and filters in series increase flow resistance. > Racing oils collect heat and give it up more quickly than do conventional > oils.So any cooler performs a bit better with a synthetic. > > Lynn E. Hanover > lehanover@aol.com > Any question, any time. > > > In a message dated 6/23/2018 4:59:30 AM Eastern Standard Time, > flyrotary@lancaironline.net writes: > > Just got around to plumbing in mechanical gauge before cooler to see what= s > really happening with my oil flows, wish I=E2=80=99d done it years ago! L= earnt so > much in a couple of minutes on things that I have wasted so much time > second guessing. my second attempt oil cooler did work better than the > original mazda cooler, but was atrocious overall, Pressure drop was about > 60psi at 1400 prop rpm. No wonder I cant cool the oil, bugger all is goin= g > through it, just enough to give me about 80psi oil pressure. > Ended up bypassing cooler all together to confirm it is the cooler that i= s > problem not lines or anything else, well what a diference pressures > constant at 78psi at all rpm=E2=80=99s > > Trouble is no cooler manufacturer here seems to have charts of flow & > pressure drop on their coolers, very frustrating especially as prices see= m > to range between $100-900 for similar sizes, so makes it very hard to > select correct one. > Andrew > -- > Regards Andrew Martin Martin Ag > > -- Regards Andrew Martin Martin Ag --0000000000006cc5f1056f5a1de4 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable
Lynn, my setup is pretty much stock where most oil s= hould pass through cooler direct to rear iron ocv, only oil that enters oil= gallery is filtered, pressure, temp & redrive oil taken from a block a= fter filter,=C2=A0
But the cooler issue is a bit mor= e incidious in that without a pressure gauge at pump outlet there is no ind= ication of the restriction. I have no problem with having =E2=80=9Csome=E2= =80=9D restriction in the cooler but as it builds markedly with increased f= low at rpm, Oil delta t drops as oil flow is too fast through the core to c= ool the oil, and when front cover relief opens at high rpm due to the restr= iction, only part of pump output is getting cooled and temps rise more.
Setrab, Fluidyne etc do claim low pressure drop b= ut I have struggled to find at what flow rates, Adding smaller coolers in p= arallel is an option but the data is still needed to choose the correct siz= es that allows all oil to pass through a cooler without pressure drop and h= ave just enough surface area to transfer heat to air.
My test showed 140psi pump output 80psi at back iron, I still dont know w= hat my front cover relief is set at, as 140 was max pressure of gauge I had= . But front cover relief valve should never operate in normal operation as = it is a safety valve for the pump,front cover & cooler only.
Only engine that is diferent is 2009+ renesis as that has only= one valve in the system & diferent oil flow design to the rest of the = mazda rotaries.

Andrew

On Sun, 24 Jun 201= 8 at 7:51 am, Accountlehanover lehanov= er@aol.com <flyrotary= @lancaironline.net> wrote:
<= div>
=C2=A0 A restrictive cooler would (m= ight) show a higher oil pressure than the control valve will allow if measu= red before the cooler. Because the stock relief valve is at=C2=A0 the end o= f the system. So the stock valve might allow for 80 PSI, but never open if = the full 80 PSI never gets to it so as to activate. Racers measure oil pres= sure where the oil enters the engine. Usually in an aluminum block that rep= laces the stock oil filter stand.
What do the bearings see, is the inf= ormation you want. We raced for years with 80 PSI entering the engine.
And that was turning the engine to 9= ,000 RPM on each shift. Oil coolers are constructed of many sharp edged tub= es . Pushing oil or any liquid or gas into the end of a sharp edged tube is= nearly impossible. So many more tubes than you would calculate necessary a= re used in order to overcome the sharp tube flow problem.=C2=A0 So, if the stock relief were set at=C2=A079 P= SI (stock on early engines) you would want to see 79 PSI on you oil pressur= e Gage as taken out of that aluminum block. Mistral calculated the cooler s= ize required on the test Piper. The plane would overheat the oil while stil= l within sight of the airport.
The were also using aircraft oil in = the engine. 20-50 if I remember correctly. So, flow got worse as the oil he= ated up.

The racer had an external oil pump w= ith one pressure section (adjustable up to any pressure you might want) and= two scavenge sections. The scavenge sections returned oil and air to a sto= rage tank through a set of bug screen filters and two Setrab 44 row coolers= in series. The pressure section pulled from the tank and pressurized oil w= ent through two K&N oil filters in parallel and then through a single 4= 4 row Setrab cooler. So, we ran 100 PSI at the engine. Shifting at 9,700 RP= M. 250 HP.=C2=A0 Oil is Red Line 20-50 racing synthetic.=C2=A0 A common cho= ice for rotary racing. Not a single oil related failure in 30 years. Oil co= olers (and filters) in parallel reduce flow resistance. Coolers and filters= in series increase flow resistance. Racing oils collect heat and give it u= p more quickly than do conventional oils.So any cooler performs a bit bette= r with a synthetic.

Lynn E. Hanover
Any question, any time.=C2=A0


In a message dated 6/23/2018 4:59:30 AM Eastern Standard Time, flyrotary@lancair= online.net writes:

Just got around to plumbing in mechanical gauge before co= oler to see whats really happening with my oil flows, wish I=E2=80=99d done= it years ago! Learnt so much in a couple of minutes on things that I have = wasted so much time second guessing. my second attempt oil cooler did work = better than the original mazda cooler, but was atrocious overall, Pressure = drop was about 60psi at 1400 prop rpm. No wonder I cant cool the oil, bugge= r all is going through it, just enough to give me about 80psi oil pressure.=
Ended up bypassing cooler all together to confirm it is t= he cooler that is problem not lines or anything else, well what a diference= pressures constant at 78psi at all rpm=E2=80=99s

Trouble is no cooler manufacturer here seems to have char= ts of flow & pressure drop on their coolers, very frustrating especiall= y as prices seem to range between $100-900 for similar sizes, so makes it v= ery hard to select correct one.
Andrew
--
Regards And= rew Martin Martin Ag
--
Regards Andrew Martin Martin Ag
--0000000000006cc5f1056f5a1de4--