The modifications for cooling are nothing earth shattering just what people
have
been doing for awhile. There are several and the incremantal changes add
up resulting in increased overall effectiveness
Nostril intakes up front: These have been made oval by extending them inboard
about an inch and a half. Generous lead ins in the inside all around have been
made to avoid having the air spill over a sharp edge. Now when you look in
---From the front you see lots of cylinder fins instead of mostly exhaust
header
pipes.
Large front cooling intake: Smooth transition on inside front edges on bottom
and both sides to avoid having air spill over sharp edges. Rubber flap gasket
along top edge against top ramp surface.
Heat exchangers: Oil cooler offset down below water cooler rather than fully
behind water cooler. Sheet metal covers over the sides of the coolers so air
cannot get around sides. Small sheet metal ramp on bottom of cowl that comes
up to the bottom of the oil cooler, so air cannot get by the bottom. Sheet
metal diverter flap attached to the botom of the water cooler so that air
does
not selectively go to it. Allows more air to oil cooler. Air ratio can be
modulated by bending up and down.
Exit duct at back down below: This has been opened up by making a large V
notch
to allow air spilling off the engine up above to more easily get out.
Gill vents: These have been left closed except for the last slot. Its better
to have the air going over the engine and down rather than out to the sides
at the top,
My battery is on top of the left footwell and it has a large sheet metal heat
shield / air diverter on the side toward the engine the hope is to keep the
battery cooler and keep the cooling air closer to the engine rather than along
the outside walls of the cowl.
Be advised the plane hasn't flown yet. However it is going to be over a
hundred
degrees for the next three months so all flights will be cooling tests. The
taxi tests have been promising though.
Steve Hagar
hagargs@earthlink.net
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