I suspect the cause of all of this would be that when the higher compression ratio pistons were installed, the carburetor was never compensated to provide a higher fuel ratio to support the higher horsepower being taken out of the engine.
Ask Paul: Why has my oil consumption increased?
When breaking in, the best I’ve ever achieved was maybe 11 or 12 hours on a quart of oil. Now I’m down to a quart every three hours. The oil gets black fast.
Ask Paul: Can I rebuild this engine to increase horsepower?
Can I take a 150-hp O-320-E2D, say from 172 or Cherokee, and rebuild it with D2G parts and make it a 160-hp D2G?
Ask Paul: What else can I do to discover why my EGTs and CHTs are climbing?
A Glasair owner turns to our engines expert for help in troubleshooting some higher than comfortable temperatures in his aircraft engine. A back and forth of possible solutions finds the answer.
Higher RPM, better performance for your aircraft engine
Takeoff and climb show about 2,400 rpm. Out of respect for the old girl, I try to keep down to 2,200.
Ask Paul: Replacing a lost data plate
What is the best way to find an engine serial number without using the data plate?
Can I bypass the oil cooler on my aircraft engine in colder temperatures?
Question for our engines expert: I have an RV-6 with a Lycoming O-360 and in winter, even with the louvres of the oil cooler closed, my oil temperature may only reach about 150°-160°. Can I install a shut-off valve to prevent oil flow through the cooler in cold weather, or does oil need to flow through it to keep oil pressure from getting too high?
Why is my engine running differently than most others?
I have had help from two different aircraft mechanics and they shake their heads. The don’t understand it. What is it with my engine that makes it run differently from most other engines? Have I overlooked something? Expert advice is needed.
Glass panel’s warnings worry aircraft owner
The old panel never yelled at me or gave me warnings, so to see the CHT hit 400 and then go yellow is unsettling.