With a 5 inch thick cooling stack the high powered fan is a key part of the cooling package.

Mark

Mark - have a few questions regarding this design

1. On the left side with the three integrated coolers in the crossover tank, are there just lines running inside, or are there fins with a line curving through them like the heat exchanger on a refrigerator buried in there?

2. You mention getting an oil cooler that is stainless steel - is there a particular reason that SS was chosen as the material v. aluminum? I would think conduction across and convection through an aluminum part would be better, certainly conduction as SS is a poor thermal conductor.

TIA.

End tank heat exchangers (oil) is as shown in this link
http://www.crracing.com/custom-built...heat-exchanger

Other coolers are similar for power steering and trans.

Plate type is much better than tube-and-fin heat exchangers with respect to pressure drop and heat transfer.

One reason for stainless is for strength to withstand 100 PSIG oil pressure without resorting to thick wall sections - which would be required for aluminum.

Dave

thanks Dave for the link - those plate coolers are pretty cool and it makes sense putting those in the tank and thanks for the note on SS v. aluminum v. pressure.

5/8" 6061 .035 wall aluminum tube is good to over 1000 psi. Thick walls are not required for aluminum tube for engine cooling. In fact, aluminum is a better choice because it coefficient of heat transfer is much higher than SS.

Power steering with its 1500 psi requirements is a different story... that's where the thick walls are required and steel or stainless is the better choice.

Yeah, but the PS cooler typically runs on the return side anyways, so AL should be fine there, too.

Good point. SS is only required on the high pressure side of the pump, and that's usually hose anyway to allow engine movement.

That is a very nice cooling setup.

In our application, max power/component life was the goal, so we intentionally separated the block cooling from component cooling. We would cool everything independently with the goal of not introducing more heat into the block coolant so we could use way less water pump speed to do the same job..... Free power. One of the advantages (among many), was the tendency to avoid runaway coolant temps. Once the engine got above it's ideal temp there would be a "saturation" problem where everything overheated when we relied on engine coolant for everything.

Obviously we went through some details during the engine build to maximize power with lighter oil. Like I said earlier, the oil temps were designed to stay at 190°, and the coolant temp was 230°(yes,that was intentional).

I am curious about the "cold oil" statements....Have any of you guys had some sort of problem/experience with oil not heating once you adjusted the weight? I had heard guys say it, but had always written it off as "magazine theory", much like the 75% I/E flow theory. I honestly never ran into that condition, and really thought we had carried oil cooling to the most extreme level. Keeping in mind that we used piston squirters, so our oil may have came to temp quicker than some :headscratch:

This is where I was going with it regarding oil cooling but let it go :D I have twin, large, off-road coolers on my race car, both are aluminum, pretty standard "radiators". Haven't had a problem in 6 years of beating the hell out of my car with a dry sump system (I limit my dry sump to 65 psi).

I finished my hood bonding the hood vents into it. All raw exposed carbon fiber.

http://i439.photobucket.com/albums/q...ps74baa270.jpg


http://i439.photobucket.com/albums/q...psc7252fac.jpg

I had the vents laid up to match the "V" pattern.

Mark