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.
My seemingly successful installation of a new battery in the #1 Lowrance has resulted in a unit that remembers its settings, but refuses to lock onto a satellite, even though it passes its self-tests okay.
Meanwhile, the #2 unit, which is currently installed in the airplane, has developed a new problem: it remains on for only a few seconds after startup, and then turns off.
(I am reluctant to attach such a large, relatively massive object to the engine.) I have not yet found out how much cooling air the intercooler requires.
A turbonormalized Bonanza has a ram air intake about 3 or 3.5 inches in diameter, but unless the velocity ratio in the duct happens to be 1.0, that tells me little about the actual mass flow.
I remember, during the construction of Melmoth 1, intensely visualizing the retraction linkage for the main landing gear while meditating at the Cimarron Zen Center of Rinzai-ji. It must be easy to remove, with as few attachment points as possible, and have short, direct flow paths.
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.
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.