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Engine Options: Difference between revisions
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→Electronic Injection
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* [https://www.lycoming.com/sites/default/files/IO-540-D4B5%20Parts%20Catalog%20PC-IO-540-D4B5.pdf IO-540 D4B5 Parts Catalog (same as D4A5, except different magnetos)] | * [https://www.lycoming.com/sites/default/files/IO-540-D4B5%20Parts%20Catalog%20PC-IO-540-D4B5.pdf IO-540 D4B5 Parts Catalog (same as D4A5, except different magnetos)] | ||
* [https://www.lycoming.com/sites/default/files/LMO-540.pdf LMO-540.pdf] | * [https://www.lycoming.com/sites/default/files/LMO-540.pdf LMO-540.pdf] | ||
* [https://www.lycoming.com/sites/default/files/attachments/SSP-1776-5%2520Table%2520of%2520Limits%2520-%2520Complete.pdf Lycoming Service Table of Limits and Torque Value Recommendations] | |||
* [https://www.lycoming.com/content/service-bulletin-no-480-f Oil change procedure] | |||
* [https://www.lycoming.com/content/suggestions-if-metal-found-screens-or-filter Suggestions if Metal is Found in the Screens or Filter] | |||
* [https://www.expaircraft.com/PDF/Lycoming-OH-Manual.pdf Lycoming-OH-Manual.pdf] | * [https://www.expaircraft.com/PDF/Lycoming-OH-Manual.pdf Lycoming-OH-Manual.pdf] | ||
* [https://pilotworkshop.com/products/airplane-engines/ Airplane Engines: A Pilot-Friendly Manual $39] | * [https://pilotworkshop.com/products/airplane-engines/ Airplane Engines: A Pilot-Friendly Manual $39] | ||
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* [[EFII hints]] (Link to Vendor: [https://www.flyefii.com/products/efii-systems/ Fly EFII]) | * [[EFII hints]] (Link to Vendor: [https://www.flyefii.com/products/efii-systems/ Fly EFII]) | ||
* [[SDS hints]] (Link to Vendor: [http://www.sdsefi.com/lycoming6.htm SDS]) | * [[SDS hints]] (Link to Vendor: [http://www.sdsefi.com/lycoming6.htm SDS]) | ||
==== Cold Air Induction ==== | |||
On a stock engine, the incoming air for each cylinder is being run through individual induction tubes routed through the hot oil sitting in the oil pan. This cools the engine oil but also heats up the air. Hot air is less dense than cold air, therefore, a bit of horse power is lost (less oxygen available for the burn). This loss is already accounted for in the nominal 260 hp of a stock IO-540 engine. But also, the stock engine design is counting on the oil being cooled in the oil pan through the incoming air. | |||
A modification of this principle is Cold Air Induction (CAI), designed and sold by Barrett and others. The oil pan is flatter. Underneath the oil pan are the induction tubes which are not passing through oil, thus not being heated. Because the air stays cold, you have more oxygen, thus you can inject more fuel and run the engine harder (more hp, but also more gph). | |||
The total stack of the new oil pan and the new induction tubes is higher than the stock setup, therefore, a different cowl that comes down below the bottom fuselage skin is needed, as well as a different exhaust system has to be purchased (with a different heat exchanger, see this [https://www.facebook.com/groups/vansrv10/posts/8705621466225542 FB thead]). Also, the engine mount needs a modification. | |||
==== Mixture Settings ==== | ==== Mixture Settings ==== | ||
* [https://www.facebook.com/groups/vansrv10/posts/7212433262211044 FB thread 3/2024] | * [https://www.facebook.com/groups/vansrv10/posts/7212433262211044 FB thread 3/2024] | ||
* [https://www.kitplanes.com/adding-direct-air-fuel-ratio-monitoring/ Oxygen Sensors] (Kitplanes Article) | * [https://www.kitplanes.com/adding-direct-air-fuel-ratio-monitoring/ Oxygen Sensors] (Kitplanes Article) | ||
==== Ignition Timing ==== | |||
* [https://www.kitplanes.com/the-effects-of-ignition-advance-on-cylinder-head-temperature-speed-and-efficiency/ Kitplanes article on ignition timing effects] | |||
==== RV-10 Engine Model Count in FAA Database ==== | ==== RV-10 Engine Model Count in FAA Database ==== | ||