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I recorded induction air temperature at 20, 25 and 30 in. I had intended to finish the series at 16,000 feet, but it became apparent that the temperatures were getting quite high and I did not want to venture past 200 deg. The astute viewer will wonder why the temperature rise is so large even at low manifold pressure and low altitude, where no compression at all should be taking place.The reason is the peculiar design of the Piper "fixed wastegate" system that I have modified to incorporate a manually adjustable wastegate.I had thought about constructing a pitot-style inlet with a boundary layer channel, but I decided it would be rather complicated and possibly draggy, so my present thought is to replace the existing NACA scoop in the cowling side panel with one about three times larger.This would supply both induction and charge cooling air.Assuming 50% efficiency (I think this is the wrong term; it should be 'effectiveness'; but it's the one they use, and simply means the temperature drop across the intercooler divided by the temperature difference between the charge air and the ambient air), that would mean 22 degrees less temperature reduction if cowl air were used. Goaded by Peter Lert, I broke the solder joints to the dead battery in the Lowrance and extracted it, a 3v Renata CR2450N valued at .Following his advice, I crammed a new battery in with padding to press the contacts against it, and voila, it remembers! My design process has always involved obsessively thinking about the object to be designed. My recollection of the details of the engine compartment is not so complete or exact that I can mentally map every attachment and duct path, but I have dozens of photographs of it to help me. The intercooler must be able to be built piecemeal, without having to ground the airplane for long at any stage.I collected some temperature readings in the duct leading into the oil cooler, with and without the deflector.The temperatures were, on average, 20 degrees F above ambient with the deflector and 30 above without.
It must require moving or damaging as few existing items as possible.
The bypass is only 3/4" in diameter, and so even at low power a significant amount of exhaust gas is going through the blower, which is pumping against a partially closed throttle.
This is an inefficient arrangement, obviously, but by using low rpm (these tests were run at 2,300 rpm, but I often go lower) I can open the throttle fully at 8,000 feet or so.
The first time I tested it in flight I got the impression that it had had a remarkable effect; but as time went on the effect appeared to vanish.
The only way I will know for certain is by measuring the temperature in the duct with and without the deflector in place.
Today the unpredictable #1 Lowrance worked, to some extent.