I installed the test fitting and gauge to read
the oil pressure as it comes out of the engine, before the oil cooler and
filter. The current filter was
the Peterson inline 45 micron screen.
This is suspected to be too fine for use on oil, and was later changed to a 60 micron
screen.
Test run 1-
(45 micron screen, Mobile One 15w50 oil)
2000 rpm, 100
degree oil into the engine, 88 psi before cooler and filter, 78 psi after (10
psi diff)
6000 rpm, 160
degree oil into the engine, 110 psi before cooler and filter, 84 psi after (26
psi diff)
Test run 2-
(60 micron screen, Mobile One 15w50 oil)
6000 rpm, 150
degree oil into the engine, 115 psi before cooler and filter, 84 psi after (31
psi diff)
6000 rpm, 180
degree oil into the engine, 105 psi before cooler and filter, 82 psi after (23
psi diff)
It’s
impossible to be too accurate with the before cooler pressure reading, since
the gauge skips from 90 psi to 150.
Anything in between is sort of an estimation.
Oil temp seems to make the most difference.
Best I can tell, changing the oil filter screen to a larger size didn’t
make any difference, which suggests that it wasn’t my primary
restriction. That pretty much
leaves the evap core, but it’s impossible to tell if it’s “bad”, with nothing
else to compare it against. There's going to be some resistance, but how much is
too much? Either way, 115 psi shouldn’t damage the evap
core, so I feel comfortable flying it again (when I re-skin my rudder and left
aileron). I also want to try 5w30
oil to see how that does, both in pressure, and cooling ability. Maybe I’ll do that tomorrow.
I was happy to note
that the ewp fittings aren't leaking at all. This just proves that if
I weld something enough times, eventually I can make it stop
leaking. I was sort of hoping the water temps would seem a little lower
today, with the ewp running, but I can't say that's the case. The temps
REALLY shoot up at full throttle on the ground.
Cheers,
Rusty (congrats Paul,
imagine what it will feel like to actually fly it)