Camguard

[pappas]

Thanks Graeme. We only use 2.75 Qts of oil in these things. How much Camguard to that?

[GraemeSmith]

Thanks Graeme. We only use 2.75 Qts of oil in these things. How much Camguard to that?

Lou - you asked about "TCP" - that's the Declain that goes in the fuel to scavenge lead.

--

For the Camguard to go in the oil as a friction modifier - surface protector in a VW engine. You want the AUTOMOTIVE version:

https://www.aircraftspruce.com/catalog/ ... autocs.php

I use one 8oz bottle and make up to to 3 1/2 quarts in my oil change (my oil system is bigger than 2 3/4 quarts because of an added filter system).

[pappas]

Since we use Automotive Camguard in the Aerovees, MUST we also use the TCP to scavenge lead out of the 100LL?

[GraemeSmith]

Since we use Automotive Camguard in the Aerovees, MUST we also use the TCP to scavenge lead out of the 100LL?

You don't "must" do anything. I use TCP to keep the plugs clean. Camguard isn't going to do that.

[pappas]

My plugs always seem to have the right color and I don't see any loading on them. Maybe because like to run lean. Even on the ground. Plus I replace them every 50 hours, they are cheap.

I'll start out with the Camguard automotive and monitor the sludge around the sump screen. Hopefully, all my spinny parts will be happier!

Thanks for all the input.

[WesRagle]

Hi Guys,

My plugs always seem to have the right color and I don't see any loading on them. Maybe because like to run lean. Even on the ground.

Another point of view concerning TCP.

Scott Casler of Hummel Engines typically builds his engines to 7:1 compression for running on lower octane lead free fuels. I asked him to build my engine with higher compression because I'm lazy and buy 100LL at the airport.

Scott told me point blank, "If you run 100LL you need to use TCP". Further in the conversation Scott said " The only problem with running straight 100LL is the combustion chamber will lead up over time. Never had any problems with plug fouling."

YMMV.

Wes

[pappas]

I built my turbo at 7:1 at Kerry's suggestion. Interesting all the variations and experiences. It's like reading Golf magazine, (which I don't do anymore). Every month the articles contradict the very thing they told you to do the previous month! Ain't life grand!

[pappas]

I know a couple of extremely knowledgeable engine builders with 50 years of experience in Harley's and turbo'd VW strokers, like ours. They suggested that I run AeroShell 100 in my turbo. In fact, in this desert heat, they said to use straight 60 weight and drop to 50W in the winter. They have never had a VW turbo engine failure with this oil. I find that interesting.

Aeroshell is already designed to be used in engines running 100LL. Yes, ours are auto engines, but we do not use them like auto engines. They do not start and stop, on and off the throttle for traffic. We climb and set the throttle to a, relatively stagnant RPM and MAP setting during cruise then taxi in after landing and shut them down.

I am replacing the MOFOCO heads with Sonex's new EMPI's, I found a burnt valve in my #3 cylinder, which has always been the hot one, and also found a failing #3 piston. It had a crack under the dome. Replacing all of that next week. I think I will try the Aeroshell for a while and see what happens. Let you all know.

[N190YX]

The interesting thing about single grade versus multi-grade aircraft engine oils is the multi-grade oils are thinner at low temperatures, which is why we generally use them, but what is not intuitive is the multi-grade oils are thicker at higher temperatures than the single grade oils with the same rating. I learned this at the Phillips booth at Oshkosh where a chart was displayed that showed the viscosity at different temperatures of the single grade SAE 50 oil and the multi-grade Phillips 20W-50. Of course the 20W-50 was thinner at low temperatures but the chart showed it is thicker at higher temperatures than the straight 50 grade. I asked, how can that be, is that accurate? The answer was yes, because the multi-grade oils have thickening agents that keep the oil thicker at higher temperatures. I had been using Phillips 20W-50 for the break in of a newly overhauled TCM engine, and ever since, upon recommendations from the overhauler, with very good results, the engine still uses only 1-2 quarts between 50 hour oil changes, and starts easily in cold weather. (Doesn't get colder than high 20s here in northern California, but it gets really hot in the summer, need that thicker oil at high temperatures.)

[pappas]

Well, I finished replacing the heads on my turbo. Trashed the MOFOCO's that came with the 2015 engine and replaced them with the EMPI's that Sonex is now supplying. Also, a new #3 piston, new rings on all pistons, and 4 freshly honed original cylinders.

We match weighted the pistons and wrist pins, ported the heads, and sealed all of the bolts and studs that are through-drilled into the crankcase. I decided to go with Aeroshell 100 for the first 5 hours and will switch to Aeroshell 100 Plus after the rings seat. The aeroshell 100 Plus has the additives already in the oil that Aeroshell put in to do what Camguard does.

3 hours of flight later and I can say that, for the first time, I can climb out at 85-90 mph without any CHT exceeding 365 degrees. (Let alone the 425 deg I was used to seeing in #3). Full rich on climb-out gave me EGT's in the 1175-1240f range. (Likely too rich, but that is ok for the first 5 hours). My oil pressure is up 8-10 PSI, I think that is from the Aeroshell. Way better compression and the acceleration on the take-off roll is noticeably stronger.

I still have a single, lonely, #1 exhaust pushrod tube seal dripping, but no leaks from the cylinder studs or cylinder bases. I'll take it!