I’m thinking about this regarding cooling on the ground, and if I’m going to work on reducing one or the other, which might have the greater benefit.  As it is now, the oil gets to 220F about the time the coolant gets to 210F.  Options under consideration are a fan behind the coolant rad; and a water spray setup for the oil cooler.

 

Al

Not as much interaction as a piston engine. The oil temp can be controlled with the throttle.

If the race car starts to overheat the oil, the driver sort shifts about 1,000 RPM (9,500 RPM instead of 9,600 RPM) and the oil starts to cool down a bit. At airplane RPM the oil can be abused in that the bearing loads are not high between 6,000 and 7,000 RPM.

 

Oil is a poor conductor. So the rotor faces may be well above 350 degrees as the oil temp is on the way up to temp. Oil temps may be worse as time (of each heat cycle) goes by as foaming adds air to the oil. Foamed oil picks up less heat from the rotors and releases less heat into the cooler. Not as big a problem for the NA engine. Big problem for the turbo engine.

 

Coolant temp out of control can crush the rotor housings. I would work on the water first.

Use a synthetic oil in the sump, and an OMP adaptor for 2 cycle oil in the housings. 

We use RedLine 40 Wt. racing oil in the sump and RedLine racing 2 cycle in a premix, but there are less expensive Synthetics.

 

Coolant is distilled water with 10% antifreeze and a bottle of Water-Wetter and a 22 pound pressure cap.

 

Lynn E. Hanover