Skydawg

Putting a new LS3 engine in to an aircraft. Figuring out coolant capacity and wondering what ideal engine coolant temp should be. I know car engines like the LS3 are set to run a bit hotter for emission reasons but emissions don't letter here, would think a lower temp would be better, say about 185F instead of the 210F normal target. Any thoughts?

Uziguy18

iTrader: (1)

My ls1 runs at 185 normally

So I'd say 185 or lower if you could

66Chevellelq4

I would think that if 210 is good enough for a factory engine to run for 200,000+ miles than it will be just fine at the temperature all day. That being said lower temps can never hurt, i try to shoot for 185-190

bczee

iTrader: (12)

Between 185 and 195. You need some heat for optimum operating temperature . Being that high and the intake temp being really cold, I'd want some heat to assist in combustion of the fuel and to also heat the engine oil to operating temperature.

You don't have to deal with normal car issues with high operating temperatures.

SenorThumpy

I'm totally ignorant when it comes to aircraft... is it common practice to put car motors in planes? I feel like a plane motor would be running a relatively consistent RPM with a relatively consistent load and left sitting for long periods of time. That differs greatly from how a car engine gets used.
Can you provide any further detail about the plane, motor, what you had to do to the motor for aviation use, how you're dealing with altitude? Very interesting

Skydawg

Biggest issue in plane is mixture control to lean fuel out with air density, so a manual control is required on carb or injector. Car ECM work fine but get limited in how much they will lean -cars rarely go to 15k'- and putting 2 ECM together is sometimes difficult but needed in case one fails in flight. Thanks for the info guys.

99'CajunFirehawk157

iTrader: (57)

I have a lower than stock t-stat in mine and last weekend when were out it ran the coolest of 177 on the interstate w/the a/c on @ 75 @ 10pm at night and 199 in bumper to bumper traffic during the hundred degree heat and humidity about 5pm. However, these cars are designed to run around 220 if memory serves. YMMV

PS; temps were shown on Aeroforce interceptor gauge straight from the pcm and not factory gauge...

Project GatTagO

iTrader: (7)

The Holley system has a built in barometer and with closed loop control using wideband O2 sensors I see no reason why it can't compensate. I don't know how you would wire two of them in case of a failure, but surely it is possible.

Aren't modern aircraft engines fuel injected?

Andrew

Skydawg

Actually most small planes are carb because that's how they were certified 30 years ago and it's expensive to certify something new. Fuel injection systems are almost always manually controlled for mixture control as ECM are basically computers and not easily certified. Some have tried the Holly system but it was difficult to build in redundancy should one system fail.

Project GatTagO

iTrader: (7)

Makes sense...post up some pictures of what you're working on!

I live in Oshkosh and just recently visited the EAA museum. Saw some really neat stuff!

Andrew

matty b

Best power and efficiency is found with the hottest coolant temp you can run without boiling the coolant or inducing thermal failure of the block or rotating assembly. This only holds true with a cold IAT and optimal oil temps which should not exceed 240 degrees or go below 215-ish.

More or less, if you could run a 250 deg CLT by upping the pressure of the cooling system or running Evans coolant, it will actually get better mileage and make some more power.

SenorThumpy

OP have any pics? Still interested