When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
The -12 is a secondary option only if I can't make the -16 work. I'd prefer to keep the bore size as large as I can to not accidentally create a bottleneck.
The -12 is a secondary option only if I can't make the -16 work. I'd prefer to keep the bore size as large as I can to not accidentally create a bottleneck.
Is this essentially how you're going to route your set-up? I based this image from the original one you made back on page 2. A couple things on here are suited to my specific application, such as deleting the coolant lines going to the TB & stock oil cooler. To clarify, you'll be removing the heater core outlet pipe that runs under the manifold?
Have you tested your routing yet? I was thinking that due to the added restriction of flow out of the heater core through the turbo, that a nice sized hole in the thermostat could be necessary to allow a continued flow until the thermostat opens.
EDIT: changed diagram so people don't use it thinking it's the holy grail of re-routes.
Is this essentially how you're going to route your set-up? I based this image from the original one you made back on page 2. A couple things on here are suited to my specific application, such as deleting the coolant lines going to the TB & stock oil cooler. To clarify, you'll be removing the heater core outlet pipe that runs under the manifold?
Have you tested your routing yet? I was thinking that due to the added restriction of flow out of the heater core through the turbo, that a nice sized hole in the thermostat could be necessary to allow a continued flow until the thermostat opens.
Where the hell did this picture come from?
That oil warmer is going to do very little in it's displayed config. you should probably scrub this picture before you start spreading more misinformation and some pour soul is going to take it as gospel.
That oil warmer is going to do very little in it's displayed config. you should probably scrub this picture before you start spreading more misinformation and some pour soul is going to take it as gospel.
It'll do a real good job of heating the oil up once it's already hot, I guess.
I only put the external oil cooler lines (brown, not red, with a label saying "external oil cooler") in the diagram so it would be understood that while deleting the factory lines, another means of cooling the oil would be added. I think you guys are misunderstanding the external cooler with the returning hot coolant, correct?
If not, then why had no one said anything about the exact same configuration back on page 2? Not wanting to spread misinformation.
I changed the diagram so it is not just easier to understand but removed the 949racing watermark as well, adding a "disclaimer" in it's place.
Your updated image shows the complete elimination of the oil warmer. Keep in mind, the coolant would otherwise be cooler than the oil at all times, so the heat exchanged to warm the oil up to operational temperatures shouldn't be a detriment. I do recall some folks eliminating it but that's straying a bit from the point of this thread. External oil coolers don't really have anything to do with the coolant unless you're using a Laminova or some silly counterpart that transfers all that heat energy for your poor little radiator to chew on.
My best guess at what's being described in the thread with regard to deleting the coolant return to the mixing manifold and passing the heater core coolant through the turbo would be the following (AND TAKE WITH HEAPS OF SALT):
The turbo will have a smaller diameter for coolant to pass than the heater core, fluid velocity may be higher for the same pressure through the CHRA unless your turbo accepts a -10AN straight fitting.
Not sure where the consensus stands on thermal syphoning after shut down, but for some systems like mine, the turbo is quite possibly the highest point so all that heat will flow backwards through the turbo, but nothing I can really do for that. I have some ideas, but it requires more fab work than I'm capable of.
Sorry Bandit for polluting your thread, let me know when you got these finalized, I continue to be interested.
Last edited by psyber_0ptix; 02-01-2017 at 09:44 AM.
I understand the oil cooler is completely irrelevant for the topic at hand; I only added it in the diagram so it would be understood that while deleting the OEM oil cooler lines, an alternative means of cooling the oil would be added in its place. I do, however like the routing for retaining the oil cooler you added. The reasoning behind keeping it in addition to an external oil cooler makes sense to me. Additionally, I would think retaining it and routing back in to the return pipe would help maintain a decent flow of coolant when the thermostat is closed, since the proposed routing would be limiting the heater core in that sense.
My apologies for the pollution as well, only trying to continue the discussion as Bandit had requested (but out of my own curiosity, so I may purchase his product).
I have an FM manifold with a GT2560r using -6an fittings. I would want to use a reducer at the heater core outlet from a -10an to a -6an (unless there is a better way). I am not currently home, but looking at older pictures of my set-up assembled, it appears that a good portion of the coolant in the head and upper radiator would be higher than my CHRA? I wonder if that would be sufficient enough to prevent some backwards flow after shut off?
I only added it in the diagram so it would be understood that while deleting the OEM oil cooler lines,
Oil warmer/cooler. The objective with that unit is to help get the oil up to operating temp quicker, in addition to helping maintain temperature equilibrium between oil/coolant.
Discussion about best practices is always encouraged from my perspective. Suffice to say, as long as things can stay civil anway.
I've heard goods and bads about keeping the factory warmer and I belive I ended up needing to simply from a spacer stack-up situation. I am also planning on running an external oil cooler with a thermostatic plate for what it's worth. I haven't touched back on that particular item in a minute, so I apologize for not having a solid answer on file.
I've not been quite as active lately due to three letter F-word illness knocking me on my ***, so I just wanted to make a quick update that we are on the machine shops schedule and should have parts available in the coming weeks. As with any new part it takes a minute to get fixturing and programming ready and then work into the schedule for parts to be cut. More info as it comes my way.
01-13-2017, 02:25 PM
0
