No problem.

SAE J514, Straight Thread O-Ring Boss (ORB)

Hose fittings seem to be available in either -12AN or -16AN for our hose sizes.

https://www.meziere.com/Products/Coo...B-to-Hose.aspx

 

I need one for my engine build

 

Count me in either way, but id also prefer AN thread.

 

Thanks for the response as always. I'm going to try to fit the larger ORB AN thread if I can make it fit. I'll check with our machinist and see if he sees any issues, but hopefully pricing and all can stay the same as before.

 

FYI, the current SAE specification for straight thread o-ring ports is SAE J1926-1. Detailed machining dimensions are available here:

http://www.goodyearrubberproducts.co...n1.page477.pdf

When you talk to your machinist, suggest using the tap drill size instead of the basic minor diameter of the thread form to machine the crest flats. That will make the ORB fitting easier to engage into the threads.

 

Test fittings on order. More updates soon.

 

Hmmmmmm I'm interested. Would it be best to run the rear port to the turbo and then tee the heater hose into the rad hose?

 

This is how I'm routing things.

 

I'm a scrub but in your pictures is that the turbo that seems really low on the engine? I'm trying to figure out what I'm looking at, and what necessitates an adapter like this?

 

Low mount EFR turbo seen in 2nd photo. Adapter needed for more room for low mount EFR turbo.

 

Yep. See above picture.

That's actually my engine with the prototype attached. It gives more room for charge piping/compressor housings/intake tubing/etc.

 

Subb'd for glory. I'd also much rather see ORB & barb than NPT & barb, but then I have an intense hatred for everything NPT.

With that coolant routing above, are you getting enough flow through the heater core to make the heater or the defroster useful? IIRC the coolant fittings on the EFR are like M14, and that bore size is pretty much straight through to -6AN, or pretty close to it. Heater hoses are comparatively ginormous, pretty sure they are up in the -8AN or -10AN size range (I'm just using -AN sizes for comparison.)

 

As I visualize it, the coolant will be sitting in the heater core longer if the turbo was a restriction, which isn't that big a deal for defrost or general heater use. That allows more heat energy to be transferred via forced convection through the heat exchanger and possibly even providing a slightly cooler fluid to the turbo.

heater core lines would be -10AN

 

Many years ago, before my first turbo kit (before this forum), I had cooling issues. My first fix was to place a ~.250 restricter in the heater core line. Eventually I changed the radiator, but the restricter remained until I redid all the hoses with the V6. This car was my daily for many years and heater/defroster function was not affected.

 

Was your car overheating?

 

My issue at the time was overheating, yes.

 

Curious if routing the return to the radiator inlet would have allowed more heat to be shed at the expense of a slightly longer warm up time. If the radiator wasn't a limitation that is.

 

Corky?

 

Fittings have arrived - prototype with ORB to follow. I'll keep everyone updated.

Continue the cooling discussion - More info is a good thing.

 

What size fittings are you going for?