B
Barnstormer
Decided I'd post mods I make in here going forward. I've already posted about the TK1 suspension and T3 suspension in different posts.
So this first post here will be about getting cylinder head temps down. Being the prototype SQ2 mine has a cowling that is unique to my plane, but this might still help others. From the beginning my problem has been with No. 3 cylinder. When on a sustained climb it would head north of 400 quickly so I'd have to slow to about a 200 or 250 fpm climb. Around here the only sustained climbs I do are to cross the Turnagain Arm (3,500 feet) and to cross the Cook Inlet at the Forelands (5,500-6,500 feet) so it wasn’t a huge problem-just annoying.
First thing I did was inspect all the cylinder baffling to make sure it was in place. Then I sealed up 99% of leaks between the baffling and the cowl (not much help really).
Increased the carb jet size. That helped delay the temperature rise but didn't do much else.
About all that was left was to install cowl louvers. I really like the monster ones on the new XCub but alas they wouldn't work on my cowling and are crazy expensive.
After much searching I located some that would work and installed them. Bingo! That dropped No 3 in line with the others and now I can do a sustained 750fpm climb with CHT holding at 395. What is really interesting though is what must be going on inside the cowling regarding airflow. When I first start the engine and let it warm up No 3 climbs far faster then the others, in the same manner/pace it did when climbing before putting the louvers on. Yet as soon as I'm flying No 3 falls right in line with the others.
I got the louvers from Flyin’ Miata.
So this first post here will be about getting cylinder head temps down. Being the prototype SQ2 mine has a cowling that is unique to my plane, but this might still help others. From the beginning my problem has been with No. 3 cylinder. When on a sustained climb it would head north of 400 quickly so I'd have to slow to about a 200 or 250 fpm climb. Around here the only sustained climbs I do are to cross the Turnagain Arm (3,500 feet) and to cross the Cook Inlet at the Forelands (5,500-6,500 feet) so it wasn’t a huge problem-just annoying.
First thing I did was inspect all the cylinder baffling to make sure it was in place. Then I sealed up 99% of leaks between the baffling and the cowl (not much help really).
Increased the carb jet size. That helped delay the temperature rise but didn't do much else.
About all that was left was to install cowl louvers. I really like the monster ones on the new XCub but alas they wouldn't work on my cowling and are crazy expensive.
After much searching I located some that would work and installed them. Bingo! That dropped No 3 in line with the others and now I can do a sustained 750fpm climb with CHT holding at 395. What is really interesting though is what must be going on inside the cowling regarding airflow. When I first start the engine and let it warm up No 3 climbs far faster then the others, in the same manner/pace it did when climbing before putting the louvers on. Yet as soon as I'm flying No 3 falls right in line with the others.
I got the louvers from Flyin’ Miata.