X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 14 May 2005 13:11:46 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m14.mx.aol.com ([64.12.138.204] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 943783 for lml@lancaironline.net; Sat, 14 May 2005 10:53:51 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.204; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m14.mx.aol.com (mail_out_v38_r1.7.) id q.158.50c9d85a (3310) for ; Sat, 14 May 2005 10:53:02 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <158.50c9d85a.2fb76ace@aol.com> X-Original-Date: Sat, 14 May 2005 10:53:02 EDT Subject: Re: [LML] Re: ECI "Titan" Cylinders X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1116082382" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1116082382 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 5/14/2005 8:36:22 A.M. Central Standard Time, marv@lancaironline.net writes: I doubt Dennis is doing anything wrong. We have identified a consistent casting issue with the ECI cylinders that results in them running hot. It is not the cylinder coating or wall type. It is possible that the hot running is glazing it and not allowing it to break in. I could be mistaken on the cause of his inability to get them broken in, but we are confident that we understand why they run hot. Walter, Verrrrry Interrrrrresting! I have ECI Titan Cermi-Nil cylinders on my 320 with about 200 hours on them. Even though I have good baffling, diffusers, hi pressure difference and have carefully directed cooling air I still see temperatures higher than others. I know, I know .... Spark advance will heat up the cylinders also. The little testing I have been able to do so far with the current LSE system that actually retards the spark a bit at full power still results in the same hot cylinders (1,2,3 about 390-400, 4 about 400-410). If break in is measured by stabilized oil consumption, then I am broken in even though I stabilized at a quart every 4 or 5 hours. I have measured crankcase pressure at zero with respect to "ambient", thus I don't think it is blow by. Cylinder compression is very good but cylinder #4 top plug always indicates a bit of oil (blackened rather that brown-gray). Hmmmm, oil thru valve guides? I know that oil in the fuel/air mixture changes the combustion event. Do the 320 cylinders have the same casting issues? What are they and can anything be done to overcome them? Any suggestions are always welcome. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1116082382 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 5/14/2005 8:36:22 A.M. Central Standard Time,=20 marv@lancaironline.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>I doubt=20 Dennis is doing anything wrong. We have identified a=20 consistent
casting issue with the ECI cylinders that results in them=20 running hot. It is
not the cylinder coating or wall type. I= t is=20 possible that the hot running is
glazing it and not allowing it to brea= k=20 in. I could be mistaken on the cause
of his inability to get them= =20 broken in, but we are confident that we
understand why they run=20 hot.

Walter,

Verrrrry Interrrrrresting!

I have ECI Titan Cermi-Nil cylinders on my 320 with about 200 hours on=20 them. Even though I have good baffling, diffusers, hi pressure=20 difference and have carefully directed cooling air I still see temperat= ures=20 higher than others. I know, I know .... Spark advance will heat up the= =20 cylinders also. The little testing I have been able to do so far = with=20 the current LSE system that actually retards the spark a bit at full=20 power still results in the same hot cylinders (1,2,3 about 390-400, 4 a= bout=20 400-410).

If break in is measured by stabilized oil consumption, then I am broken= in=20 even though I stabilized at a quart every 4 or 5 hours. I ha= ve=20 measured crankcase pressure at zero with respect to "ambient", thus I don't=20 think it is blow by. Cylinder compression is very good but cylinder #4= top=20 plug always indicates a bit of oil (blackened rather that=20 brown-gray). Hmmmm, oil thru valve guides? I know that oil in the= =20 fuel/air mixture changes the combustion event.

Do the 320 cylinders have the same casting issues? What are they=20= and=20 can anything be done to overcome them?

Any suggestions are always welcome.

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

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