Oxy fan and shroud
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gbug57
- Posts: 75
- Joined: Thu Feb 05, 2004 11:26 pm
everyone is to there own, but I have seen the differnce on a guys motor that was a 1915cc and had the sock oil cooler and then changed it to the type IV and notice right away 15 degrees cooler and that was on the same motor that's enough proof for me to see that adding a bigger oil cooler with more oil passages to go through and the fan to cool. It makes sense to me but this is just my opinion...
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MASSIVE TYPE IV
- Posts: 20132
- Joined: Fri Jul 07, 2000 12:01 am
But those extra passages DROP the velocity of the air.
The added passes do nothing if you can't get more air through the cooler with either the same or greater amount of pressure as with the TI cooler.
I measured the pressure in a stock cavitywith a TI cooler last week at 4PSI and with my shroud and a TIV cooler at 6.5PSI
Oil temps are dependant upon gearing and ambient temps, unless your friend tested that cooler on the same stretch of road at the same speed with the same weather his readings could have been way off. I'm not doubting the info- I'm simply saying that there is more to direct testing than just swapping out some parts and driving. That works, but has many variables and without correction factors you can't get any reliable data.
The added passes do nothing if you can't get more air through the cooler with either the same or greater amount of pressure as with the TI cooler.
I measured the pressure in a stock cavitywith a TI cooler last week at 4PSI and with my shroud and a TIV cooler at 6.5PSI
Oil temps are dependant upon gearing and ambient temps, unless your friend tested that cooler on the same stretch of road at the same speed with the same weather his readings could have been way off. I'm not doubting the info- I'm simply saying that there is more to direct testing than just swapping out some parts and driving. That works, but has many variables and without correction factors you can't get any reliable data.
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farmer
- Posts: 2399
- Joined: Fri Dec 07, 2001 12:01 am
I think gearing of the engine hence fan speed has a lot to do with it.
I used to do the T4 cooler conversion, when I knew the engine would have a harder than stock life, mainly on T2 bus engines, and saw a general increase in cooling capabilities, - by about 5 degr. C. less oil temp at freewayspeeds. Which typically would be in the 4 - 4,6K range.
I then began to do the same on engines mounted in beetles, and discovered that the engines typically ran hotter than with a T1 cooler. As much as 10 degr. C. at regular speeds, decreasing as the speed increased.
That´s why I assumed that the fan speed on a higher ratioed car was too slow to get enough air (pressure/speed) through the system to make the T4 cooler to work properly with the given shroud.
Which is pretty much what Jake later proved with the testing. I and others just did´nt know exactly why.
T.
I used to do the T4 cooler conversion, when I knew the engine would have a harder than stock life, mainly on T2 bus engines, and saw a general increase in cooling capabilities, - by about 5 degr. C. less oil temp at freewayspeeds. Which typically would be in the 4 - 4,6K range.
I then began to do the same on engines mounted in beetles, and discovered that the engines typically ran hotter than with a T1 cooler. As much as 10 degr. C. at regular speeds, decreasing as the speed increased.
That´s why I assumed that the fan speed on a higher ratioed car was too slow to get enough air (pressure/speed) through the system to make the T4 cooler to work properly with the given shroud.
Which is pretty much what Jake later proved with the testing. I and others just did´nt know exactly why.
T.