While I was not experiencing overheating early on in my flight testing, we got a really bad run of hot weather in Seattle, and I was getting elevated temperatures after initial takeoff and climb to pattern altitude and was pushing low 220's. Even trying slow lower power climbs it was not possible to reduce th temps to below 218, so I knew I had to deal with modifications to my cooling.

I started by replacing the supplied 1/4 by 20 100mm long rods with some longer ones and opening up about 6-7 tenths on in inch the radiator opening.

Secondly I created ducting to flow all the air coming in the lower ram to force it into the radiator.

The last was to wrap the muffler with exhaust wrap. 

Between these cooling options I have been able to have virtually unlimited climbing in fairly warm weather without pushing over-temperature. I still get a bit higher fast cruise temperatures, but I don't have the wheel pants on, so when they are installed I should get a faster cruse with less power and that should help speeds, fuel burn and temps across the board.

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Why?   We flew with and without the louvers and the temperatures were the same.  Maybe you cannot see clearly, but there's lots of space between the radiator and louvers.  

Jonathan, thats very nice detailed information.

There is a wider radiator available with the same inlets as the original for anyone that want additional radiator area.  This is the radiator that was used during the Turbo 170 in the Cruzer 

I think the “beagle endorsement” says it all.  Beagles know cool!

Won't see the fruits of our modification until next summer.

I have the radiator turned 90 degrees in to the wind.    But it is roughly 6" x 30" x 3" deep.    I have not flown with it but it seems to do remarkable well on the ground on my RV6A.    It may be fascinating to see how it compares to the standard Zenight/Viking mount that places a larger narrower radiator flat at 90 opposed to the inlet air......


Charlie, have you done any testing of this idea since then...?

- Pat


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