Andrew,

                  Egt seems to get that hot regardless.  I went through possibly 4 sets of EGT probes and managed to burn them all up. Spacing was the same as you have, 55mm from flange where they are supposed to be.  Lost much sleep over the hot exhaust and trying to get that down.  Ended up deciding that it is what it is and the EGT gauges just gave me more to needlessly worry about and it was unfixable.  So next time I just did like most and did not bother with an EGT probe at all.  The engine still runs and I no longer have that worry. 

I should have added that when I did my heat figures, OAT was only 22 degrees.  Another alteration I did was to enlarge the inlet from 50 sq inches to 80 sq inches.  Summer will dictate at 45 degrees OAT!!

Back to the EGT, all the racing experts say that at high power you enrichen the fuel to cool the EGT.   Tried all that but at full power I got the same hot temps.  Like Chris I pulled the engine apart and there was no apparent damage at all.  So I am now in bliss.

Neil.

Finally managed to fly again this afternoon, seems the new oil cooler has done its magic now I found one that actually lets the oil through (Mocal 34row).  and is actually probably on the cold side for oil & coolant, but I can live with that for now. Can't give accurate figures as it was a bit busy around the airport, & EC2 has no data recording function.

So now that I didn't have to fixate one the oil temp gauge, I seemed to gravitate to the next set of flashing numbers, EGT at 1875 seemed a bit high, adding fuel just made it run rough, did try leaning to the point of rpm drop, A/F went above 18:1 but EGTemps remained when I expected a drop due to the lower power. so not sure whats going on, maybe EGT probes are too close to engine at 55mm from the ports and are still in the flame.

Would appreciate input from the group, otherwise I'm likely to cut the egt wires and fly in an ignorant bliss.

Cheers Andrew

On Fri, Jul 27, 2018 at 9:04 AM, Christian And Tamara Mcdonald christamarmc@gmail.com <flyrotary@lancaironline.net> wrote:

Hey excellent Neil
Will be interesting to see how she flies tas when u get her fine tuned

Cheers

Sent from my iPhone

> On 27 Jul 2018, at 7:57 am, Neil Unger 12348ung@gmail.com <flyrotary@lancaironline.net> wrote:
>
> Steve and Chris,
>
>                                   Finally got the fibreglass dry and fired up the revised cooling system and temp as follows Water 90 degrees, (on thermostat) Oil  80 degrees, and oil to reduction box 70 degrees ( from oil cooler).  To fill other in on how stupid I can be,  I had the original set up, that ran far too cool, so I also believed that I was getting massive cooling drag as my sportsman could only get 120 Kts instead of the usual 135 kts.  So I set about making up a very sexy cowling where the air from the radiator exhausted into the cowling.  This put the gap between the radiator and the sump of only 4 - 6 inches,  which worked well in that all it did was heat the oil in the sump marvelously!!  I was getting oil temps 20 degrees hotter than the water.  So after booting the cat many times in frustration, I finally realised that I had to exhaust the rads into the outside air as per the original.  Fibreglass in the middle of winter ????.
>
> Final part of the jig saw was that when I removed the original set up to mount my new engine and cowling, I found that I had never bolted the positive lead to the back coil, and it has come off who knows when?  Result I was flying with the back rotor on the trailing plug only!!! Hence the slower speed which I thought was the cooling drag!
>
> So basically I am now right back where I started as per cooling exhausting into the outside air,  A lot more experience that I did not need and confirmation that I am an idiot!
>
> Neil Unger.
>
>
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