Lynn,

     Interesting as the EGT can only be lowered by reducing power -- or am I mistaken??  The engines seem to be able to run at 1800 EGT plus, so I no longer worry.  Your thoughts???  Neil Unger.

Might I suggest 1600 as the  highest EGT. 160 degrees for oil, 180 degrees for coolant and Best power. About 12.5 to 1 fuel to air.  Once at cruise leave at full throttle and lean to lean of  peak EGT and more to lean stumble then richen to just smooth. All still at full throttle.  Low fuel burn, lower than peak EGT, longer range and lower oil and coolant temps.  All of this gets better with a high power ignition. Mallory High Fire or MSD.

Lynn E Hanover

In a message dated 7/29/2018 9:27:14 AM Eastern Standard Time, flyrotary@lancaironline.net writes:

Thanks Tracy, so nothing out of ordinary then. just did 1 circuit full at throttle. Will try and take it higher next time & relax a bit. Need to add a camera to record EM2 & efis as its all just information overload at the moment. Everything appeared fine on this post flight check, so thats a first.

Need to go and re read all the manuals again as its been such a long time since starting this project. I very nearly lost interest but glad now that I didn’t.

Andrew

On Sun, 29 Jul 2018 at 8:43 pm, Tracy Crook rwstracy@gmail.com <flyrotary@lancaironline.net> wrote:

Hi Andrew,

   I regularly saw EGT temps at 1850 at full throttle on take with a 13B.  Were you at full throttle the whole time?  They should come down at lower power.  EGTs are a bit lower on the Renesis.  When boring holes at low throttle (17” hg.) I see around 1525.

Tracy

Sent from my iPad

On Jul 29, 2018, at 05:01, Andrew Martin andrew@martinag.com.au <flyrotary@lancaironline.net> wrote:

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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Regards Andrew Martin Martin Ag