Thanks @Jujupilote.
Not sure about #1 
But know well about #2… still doesn’t make any sense regarding the amount of work involved as in flight testing and documenting (if done at all…) an incomplete airplane, flying it to Lezigan, having it disassembled for painting, then painted, then re-assembled, and then hopefully re-weighed, re-flight-tested and the control surfaces re-balanced as required.
All whilst enjoying all the necessary paperwork (repeat: if done at all…) 
It’s mainly because 1) we Frenchies are broke and 2) most are painted after the test flying phase at Aerostyll in Lezignan and most RVs are not built in Lezignan and are faster by air than by road
yep, these RV-10s are very good machines. We have 2 on my field (LSZF is an RV nest: 1x -8, 3x -7A, 1x -7, 1x -6.9, 1x -8, and the 2 mentioned -10, + we have the only single seater Panther (pseudo -3) in Europe). Real four seaters with impressive performance.
PS
As to why most French homebuilts first fly with no paint remains a mystery to me… these RV’s are series built homebuilts, not prototypes, and I sure know from experience that if one RV is assembled and rigged according the plans and instructions, it will fly like an RV, and doesn’t need any fiddling…
The first French-built RV-10 is near completion at LFPN:
jetphotos link
The RV-14 in tailwheel configuration looks superb. Also monocoque construction. Not a four seater though, but 170KTAS, aerobatic and all on 210HP.
They seem incredibly well designed.
Congratulations, building an aircraft of this quality is very impressive. Looks like a perfect personal tourer – all you need is an RV-8 as an aerobatic companion.
450F is abuse. I never found it too hard to keep temperatures below 400, or perhaps 420 on occasion in the climb when very high (although in a cruise-climb, not max climb); That is with a Continental 550, though.
Many thanks for your report Carl.
450F is high, but I don’t think many planes with this engine can climb at Vy let alone Vx to anywhere near 6000ft.
My TB20 engine would be way too hot by 3000ft.
I trim for 110-120kt ASAP.
So what you see is not unexpected IMHO.
That was after a prolonged climb – so probably a bit hotter than normal. The engine is brand new, so perhaps hotter than usual, but i don’t really have much to compare against.
After a max rate of climb from 1000-6000 feet at full power, peak CHT was 450. How does that compare with others?
Nice one. Interesting to see how little you had to lower the nose and the low rate of descent at Vne
One question – for 59% lean of peak, the engine sure runes hot, especially 1 & 2. Is this normal, a snag, or was it that the engine hadn’t settled down yet?
