"Peter Dohm" wrote

2) The automotive engine stress tests could very well be exactly what
the
name implies--Stress Tests. In other words, they may well be very
carefully
designed tests to predict certian common warranty problems on new engine
models--as used in automobiles where they commonly operate between idle
and
20% power, with occasional bursts of full power and occasional demands for
maximum power from cold engines.

I remember it more as a worst case abuse test. LOTS of WOT running, some of
it for longer periods of time than certifications tests.

Based on that possibility, it would be
very usefull to know the engine coolant outlet *and* inlet temperatures
and
flow rate as well as the oil outlet *and* inlet temperatures and flow rate
during the sustained high power run. (Remember that they have chillers on
line which probably have far more capability than the engines under test.)
There are a few other things I would like to know, specifically for any
engine which I might consider for conversion, such as any additional
steady
speeds which might have been tested; but those temperatures and flow rates
would tell whether the engine showed any promise when using any plausible
cooling system in an aircraft.

Good point about flow rates and temperature.

From the guys that have used Ford and Chevy V-6's, they have not had a
problem with cooling if the system is well designed to create a good
positive air pressure. Shoot, instead of real radiators, most use two GM
air conditioner condenser radiators. It seems like cooling must not be too
hard, with those two little radiators.

The only problem stated is that they can not sit for too long, without
overheating.

I always wondered why they don't put little fans on the radiators, as is
standard for auto applications. I know, a little more weight, but if it got
me though long taxi situations at fly-ins, and big airports, that would be
weight I would be willing to carry.
--
Jim in NC