4722 replies to this topic

[Nev]

I dunno what pump it is TBH, but when I previously opened the header tank and watched the rate of water flowing it looked moderate, It doesnt flow hugely fast, but the I/D of the pipe means the volume is quite reasonable. Estimating by sight i'd say it was pumping about a mugfull of water every 3 or 4 seconds. Maybe replacing the pump with a bigger jobbie would be worth while. TBH, I have yet to drive the thing and find out if this is going to be a real world issue. I have an ACT guage on my dashboard, so I will know if I am entering the 50+ degree zone and going to get ECU retardation.

Edited by Nev, 11 August 2011 - 06:20 PM.

[The Batman]

The water pump eliseparts cms and pro alloy use is 900L/hr whereas my pump is 1200L/Hr

[VXT Tim]

I wouldnt want to ruin Nevs thread but a certain somebody with a large intercooler wasn't very happy.... Even before we got to the track

http://www.vx220.org...40#entry1224781



Surely as well as too weak a pump you can have one too strong? Is that right, not sure whether that makes sense or not?

Edited by VXT Tim, 11 August 2011 - 06:24 PM.

[techieboy]

Balancing act, I'd guess, between the flow rate and how effectively the water can shed heat when going through the rad. Too fast and I guess the rad will have a problem cooling the water sufficiently.

[The Batman]

luckily im in the situation to have a number of water pumps kicking around and also in the position to measure intake temps that i can get back to back data from However im not currently in the situation to actually drive my car

[alanoo]

It's not the maximum discharge (flow rate) you should look at , but the maximum head, this is what makes the flow weak in a real system

[The Batman]

What do you mean by a maximum head?

[alanoo]

It's basically a pump capacity to "push" the liquid (bit of technical shortcut but well...)

Edited by alanoo, 11 August 2011 - 07:25 PM.

[Exmantaa]

Are you now talking about the maximum "waterheight" pressure a pump can push?

[cnrandall]

It's basically a pump capacity to "push" the liquid
(bit of technical shortcut but well...)

This is very, very true and I'm finding that most electric pumps have a similar flow once there is a serious restriction. Wait for the 1.25" chargecooler pipe work appearing on my car!

[The Batman]

32mm?! Nice! Will need my engine water pump to run that! A nice Davies Craig one (sp?) Going to change to a triple core cc rad up front?

[techieboy]

Read Chris' latest blog entry.

[The Batman]

Nice solution and good that no further amount of spares will be needed but where or should I say how does the air flow through it?

[techieboy]

So you looked at the pretty pictures and didn't read the words then? They're making a shroud that inserts into the void in the crashbox that diverts a third of the incoming air into the additional rad and air will vent through the wheel arches. More interesting was how restrictive the pipework is and how inefficient the 2 and 3 pass rads are in comparison to a single pass rad.

[The Batman]

I skim read it as im up a ladder at work in a ceiling Nice solution for a race car, would be a bit worried about doin that to a road car Is very interesting about the 2/3 core units tho! Why would these exist if they don't work

Edited by joe_589, 11 August 2011 - 10:19 PM.

[Exmantaa]

from what I read he looked there purely to flow rate, and off course a single pass will give the least restriction. But the fast flowing water also has little time to cool down in the rad or draw heat from a charge cooler... Heat exchangers are always a trade off and not that easy, so you need to measure some temps to see what and where part can be improved. Edit; just read the blog thread, so see Winstar's comments there.

Edited by Exmantaa, 11 August 2011 - 10:46 PM.

[Nev]

Went for a nice long A-road blast for over an hour and I am starting to get confidence back after barely driving it for over a year and learning the way that the power is delivered. The 'highlight' of the trip was overtaking some lorry on a straight, reaching about 5500 revs at approx 110 leptons/hour and it wheelspan !! Thankfully the Quiafe differential did its thing and sorted it out in an instant with just a small sqirm of the back end. Based on that I think I am going to need more rubber to get the power down, so am seriously thinking about getting the DTS wheels (245 width rears and 215 on the fronts) to help. Power delivery is just immense. And I really mean immense, so far I haven't even dared to take it beyond 5500 revs as it just mind boggling and it seems beyond the laws of physics that the tyres will plant it down. Looking at the spedo in 4th gear, it's does an indicated 50 leptons at 2400 revs. I've set the red line at 8000 RPM, so this means an indicated 166 leptons is achievable in 4th gear alone. Bear in mind my spedo overreads by about 6% so in practice this is more like 150 leptons. Even so, I don't even want to think what 5th gear would do. BTW, I was watching my ACTs temps like an eagle and with abient air temps of about 20 degrees, the inlet temps never went above 28 degrees. Admitedly though I was only doing point and squirt driving, rather than non stop hammering round the track which will be far worse. Anyway, I was pleasantly releived by that, as it's CC can clearly deal with road driving.

Edited by Nev, 12 August 2011 - 11:24 AM.

[rob999]

Congrats again Nev, glad it's on the road at long last. Bring over to Essex for a Walshy day

[Duncan VXR]

It's back Now time to find a big old open sapce and scare yourself Have to say the temptation would be just too much and would need to experiance that 8k limit and all the boost Have no doubt the current cooler setup will be fine for road and short bursts of abuse Look forward to some video clips at some point DG

[VXT Tim]

I'd love to see you trying to ring every last rev out of first gear at full chat