Today's Message Index:
----------------------
1. 03:49 AM - ()
2. 10:16 AM - Re: Rover ABS pump (Kent Ashton)
3. 10:42 AM - Engine analyzers (TeamGrumman@aol.com)
4. 03:43 PM - Re: TeamGrumman-List: Engine analyzers (Lee Verrone)
Message 1
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--> Engines-List message posted by: <philipac@suncraftgroup.com>
I took apart the Range Rover ('93) ABS pump a couple of times, and there were no
rubber gaskets that I remember (except maybe an O-ring somewhere). The "vanes"
are small steel cylinders sliding radially from a steel hub. As for the pressure,
the flow from an ABS pump being much less than from an engine oil pump,
pressure build-up should not be an issue. Still think it's worth a try.
Philip
________________________________
De: owner-engines-list-server@matronics.com de la part de KahnSG@aol.com
=C0: engines-list@matronics.com
Objet : Engines-List: Pre oiler
--> Engines-List message posted by: KahnSG@aol.com
Automotive brake fluid is alcohol (glycol) based.
Petroleum products swell the rubber seals used in brake parts.
Put a wheel cylinder cup in a container of oil and see what happens to it.
The ABS pumps also generate much more pressure than engine oil pressure.
Steve
Springfield Auto Parts Co., Inc.
Message 2
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| Subject: | Re: Rover ABS pump |
--> Engines-List message posted by: Kent Ashton <kjashton@vnet.net>
Sounds like a good candidate as a pump for a Long-EZ oil heat system, that
is, draw hot oil from a standpipe in the sump and pump it forward to an oil
cooler/heat exchanger in the nose. Central States Newsletter has discussed
this setup.
--Kent
> From: <philipac@suncraftgroup.com>
> Reply-To: engines-list@matronics.com
> Date: Sun, 8 Aug 2004 06:48:13 -0400
> To: <engines-list@matronics.com>
>
> --> Engines-List message posted by: <philipac@suncraftgroup.com>
>
> I took apart the Range Rover ('93) ABS pump a couple of times, and there were
> no rubber gaskets that I remember (except maybe an O-ring somewhere). The
> "vanes" are small steel cylinders sliding radially from a steel hub. As for
> the pressure, the flow from an ABS pump being much less than from an engine
> oil pump, pressure build-up should not be an issue. Still think it's worth a
> try.
>
> Philip
>
> ________________________________
>
> De: owner-engines-list-server@matronics.com de la part de KahnSG@aol.com
> Date: sam. 07/08/2004 16:48
> =C0: engines-list@matronics.com
> Objet : Engines-List: Pre oiler
>
>
> --> Engines-List message posted by: KahnSG@aol.com
>
> Automotive brake fluid is alcohol (glycol) based.
> Petroleum products swell the rubber seals used in brake parts.
> Put a wheel cylinder cup in a container of oil and see what happens to it.
> The ABS pumps also generate much more pressure than engine oil pressure.
>
> Steve
> Springfield Auto Parts Co., Inc.
>
>
>
>
>
>
Message 3
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| Subject: | Engine analyzers |
--> Engines-List message posted by: TeamGrumman@aol.com
I installed the JPI 800 into my Tiger. It's the first engine analyzer that
I've had in a plane I own. I've flown a lot of planes with the JPI (and a
few odd analyzers) and I've installed about a dozen of them for customers.
It's my experience that the CHT reads a bit (30+ degrees) higher with the
JPI. But then, that is based on only flying similar planes with different
analyzers and the results of installing a JPI 700 into a Comanche 250.
On the Comanche, the owner reported that his temps were 50 degrees higher
with the JPI. I completely re-did the baffles during the JPI installation
including stripping and powder coating the metal baffles. I made sure there was
nothing blocking the airflow through the engine. Still, the owner complained
of higher than expected temps with the JPI.
On my plane (Tiger, O360-A4K, new Lycoming cylinders, ported and polished),
I've noticed that #3 CHT goes up faster than the others during climb, to the
point that reducing power and staying full rich is required to keep temps below
450. EGTs remain fairly even between the cylinders; less than 50 degrees
(quite often less than 30 degrees) variation between cylinders. In cruise, both
CHT and EGT are even between the cylinders with CHTs staying in the low 400s
or high 300s. On descent, I've also noticed that #3 is the first to activate
the shock cooling feature on the JPI. So, it would seen that #3 is cooling
well enough.
Question: Has anyone else had experience with JPIs displaying higher temps
than expected?
Question: Has anyone noticed that different planes (different engine
installations) have such dramatic differences in CHTs duing climb and cruise?
Gary
www.AuCountry.com
Message 4
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| Subject: | RE: TeamGrumman-List: Engine analyzers |
--> Engines-List message posted by: "Lee Verrone" <lverrone@optonline.net>
Gary,
I also have the JPI 700 and I have the exact results that you explained
below. One note I have the LoPresti nose bowl and I also had the baffling
examined and filled any holes.
I have heard that JPI is off by 30-50 deg but I have no facts to prove
that.
Would love to hear you outcome.
Lee
-----Original Message-----
From: owner-teamgrumman-list-server@matronics.com
[mailto:owner-teamgrumman-list-server@matronics.com] On Behalf Of
TeamGrumman@AOL.COM
Subject: TeamGrumman-List: Engine analyzers
--> TeamGrumman-List message posted by: TeamGrumman@aol.com
I installed the JPI 800 into my Tiger. It's the first engine analyzer that
I've had in a plane I own. I've flown a lot of planes with the JPI (and a
few odd analyzers) and I've installed about a dozen of them for customers.
It's my experience that the CHT reads a bit (30+ degrees) higher with the
JPI. But then, that is based on only flying similar planes with different
analyzers and the results of installing a JPI 700 into a Comanche 250.
On the Comanche, the owner reported that his temps were 50 degrees higher
with the JPI. I completely re-did the baffles during the JPI installation
including stripping and powder coating the metal baffles. I made sure
there was
nothing blocking the airflow through the engine. Still, the owner
complained
of higher than expected temps with the JPI.
On my plane (Tiger, O360-A4K, new Lycoming cylinders, ported and polished),
I've noticed that #3 CHT goes up faster than the others during climb, to the
point that reducing power and staying full rich is required to keep temps
below
450. EGTs remain fairly even between the cylinders; less than 50 degrees
(quite often less than 30 degrees) variation between cylinders. In cruise,
both
CHT and EGT are even between the cylinders with CHTs staying in the low 400s
or high 300s. On descent, I've also noticed that #3 is the first to
activate
the shock cooling feature on the JPI. So, it would seen that #3 is cooling
well enough.
Question: Has anyone else had experience with JPIs displaying higher temps
than expected?
Question: Has anyone noticed that different planes (different engine
installations) have such dramatic differences in CHTs duing climb and
cruise?
Gary
www.AuCountry.com
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