Today's Message Index:
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1. 05:18 AM - Re: 320-E2G sump question (Stucklen, Frederic W UTPWR)
2. 09:01 AM - Re: Re: 320-E2G sump question (Jim Baker)
3. 10:38 AM - Re: Re: 320-E2G sump question (Dww0708@aol.com)
Message 1
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Cc: "'jmpcrftr@teleport.com'" <jmpcrftr@teleport.com>
| Subject: | RE: 320-E2G sump question |
--> Engines-List message posted by: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCFuelCells.com>
Michael,
I've been having exactly the same problem with an O-320-D1A that had 9:1
pistons. I've tried rejetting it, even sent the Carb back to Aero Sport
Power. Nothing seems to correct the situation. I did read on the Lycoming
web site last week that this is a common occurrence with Carb'ed engines.
Iv I run the engine at different power settings, I get different EGT's &
CHT's. At 2350 RPM (fixed pitch prop) in cold air (less than 25*F) # 4 CHT
goes so low it will start skipping, especially if I have leaned at all. All
temps are fine at full throttle and at something like 2150 RPM. In warm air
the situation is much less pronounced....
So I've gotten to the point where I ether fly slow in cold air,
(especially down low) or at full throttle, leaned, at high altitudes
(11,000' or more). Sure makes me want to reconsider a fuel injection
system....
I do have all EGT's and CHT's, and have talked to Bart at Aero Sport Power
extensively about this situation. He doesn't have too much to add....
Fred Stucklen
RV-6A N926RV
South Windsor, Ct 06074
phone: (860)727-2393
email: fred.stucklen@utcfuelcells.com
Time: 06:25:18 PM PST US
From: Michael McGee <jmpcrftr@teleport.com>
Subject: Engines-List: 320-E2G sump question
--> Engines-List message posted by: Michael McGee <jmpcrftr@teleport.com>
Has anyone successfully made a carbureted O-320 have 100 or less EGT
spread through the full range of the throttle? If so what model
engine and what sump is on the engine?
Carbureted engine, I'm trying to sort out an annoying mixture
distribution (I know.. buy fuel injection). Full throttle is nice
and even, typical 75-100 EGT spread. Just off of full throttle #3 &
4 leans out and #1 & 2 goes rich, typically 275 deg F EGT spread.
Back to 2/3 throttle and on down they even back out again.
Carb is a 10-5009 with the nozzle kit to make it a 10-5217. The kit
was supposed to improve mixture distribution. It didn't.
From the symptoms I can say it's not an induction leak. I'm
wondering if this particular engine with its particular sump and
induction tubes has something to do with it.
The O-320-E2G is listed as having an A sump. I see some references
to a straight riser sump ( -A1B for instance). My O-320-E2G
induction tubes on cylinders 3 & 4 come out from the narrow part of
the sump in the back directly under the lower engine mount. The
four induction tubes don't point directly to the riser where the
carb bolts on.
Thanks in advance for any help or suggestions.
(I know .. get rid of the engine monitor)
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode, RD-1C, EC-2
Message 2
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| Subject: | Re: RE: 320-E2G sump question |
--> Engines-List message posted by: "Jim Baker" <jlbaker@telepath.com>
> I've tried rejetting it, even sent the Carb back to Aero
> Sport Power. Nothing seems to correct the situation. I did read on
the
> Lycoming web site last week that this is a common occurrence
with
> Carb'ed engines.
Not that you may be able to do anything about it, but this sure
sounds like an exhaust scavenging problem. If all the intake runners
are approximately the same length, what is the situation with your
exhaust systems? Is it an issue that a crossover system might cure?
Just a thought.....
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
Message 3
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| Subject: | Re: RE: 320-E2G sump question |
--> Engines-List message posted by: Dww0708@aol.com
Just listening in here All carbureted engines should have the distinct
slight rise in RPM just prior to fuel off at Idle RPM. That establishes not
induction leaks and proper idle fuel to air ration. That said better swap your
probe around to establish repeatability of you symptom. Use a remote
pyrometer and be sure that you guages are accurate. The spark plugs are vital,
play musical sparkplug's. Keep a numbering system and vibe ech them to keep
them straight. Plugs should be examined closely for indications as to
combustion quality. Compressions should be with in 80 percent of each other.
David
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