Mark,

 What Modine model number are you using for your 20B side port?

 I have two long narrow oil coolers (2"Thick x 5"W x 20L cores) each of
 which was normally found with a turbo charged 20B. I hear they are
 getting rare. I would rather use one under the engine and duct straight
 out the bottom.


 Doug in Japan
 ----------------------------------------------------------

 Doug,

 Sorry, I don't know the model number of the Modine cooler. Core
 dimensions
 are roughly (from memory) 10" x 10" x 3".

 Mark S.


 ------------------------------------------------------------------------------
 Paul,


 I am considering Setrab once I get a ball park idea. At this moment with
 a good clean design I am shooting for over 400 cu. inches.

 Cheers Doug



 -----------------------------------------------------------------------------
 The ES has a very generous size cowl so there is plenty of room behind it.
 The worst thing about it is it looks at the red hot exhaust pipes.

 Paul Lamar

 --------------------------------------------------------------------
 Paul,
 Thanks.Mark has a
 nice inlet but like Dave Leonard it exhausts to inside the cowl which
 is rather restrictive on the back side. At 280 hp max that is also
 the same approximate ratio as Dave at 1.07 cubic inches of cooling to
 each hp. May not be enough on a hot day and long climb.


 Cheers

 Doug


 -------------------------------------------------------------------------------
 Hi Paul, Mark.

 Based on Marks comments I believe the ten x ten inch by three inch unit
 is the one mounted on the rear starboard side of his fire wall and its a
 water and oil combination unit. It is shown in the picture I labeled
 "Mark-ES-left side." There doesn't seem to be much of a gap behind
 it.
 The one on port side is bigger in cross surface area and is only for oil
 I think. This was the one that wasn't functioning and the one I wanted
 the dimensions on. Wetted area (minus the tanks) looks like about 11"
 wide and 13" something high. Two inches thick is standard. Mark is
 that about right?

 Why all the fuss?

 Well my engine and the mounting frame are now on a wooden jig so I can
 finalize placement of the water pump and alternator, turbo charger and
 possible turbo-compound. By playing with numerous pieces of foam and
 engine placements I found that for best CG advantages for the SeaWind
 with minimal flat plate area I need to move the heat exchangers as far
 forward as possible.

 Looks like your advice is half right Paul but to have a slim cowl I
 needed a dynofocal engine mount and a dry sump pump.

 The result is a reverse flow U-shape water heat exchanger under the
 engine.

 Interestingly enough the cool side is not large enough for the needed
 water heat exchanger like you have shown in illustrations but it is a
 perfect space for a tilt down (access to the plugs) oil cooler fed by a
 starboard nostril. Flexible oil lines and design care make it possible.
 Air inlets ducting can be optimized and outlets for both heat exchanger
 exhaust directly to low pressure areas outside the cowl. LOW COOLING
 DRAG. Two cowl flap levers but that is fine with me. Top inlet like
 you drew for me once is for the intercooler and it exhausts out the top.
 Hot air from inside the cowl exits around the exhaust pipe outlet oval
 hole.

 I dropped the supercharger idea with this test engine because of a better
 understanding of the blow down turbine size needed to overcome its the
 supercharger requirements plus gain a significant power input. I will
 retain a large turbo charger with the compressor facing forward for
 normalizing at 18k critical. This will be ram fed through the port
 nostril.

 I'll keep the supercharger for testing though and eventually use the
 traction drive for a turbo-compounding trials if bench testing
 indicates enough power can be grabbed from a reasonable sized turbine
 without slowing it down and melting it. More on this subject later.

 Great Christmas present. With the CG advantages I can mount the starter
 battery up in the engine mount frame and save 15 feet and many pounds of
 large heavy cabling runs.Still room for a few cases of beer as well:)

 Doug in Japan



 Doug,

 The Fluidyne air/oil cooler is on the port side. The core area for that
 one is 9.5" x 11" x 3". The one mounted on the firewall is an oil/water
 cooler. I don't have the core dimensions handy, but I would guess them to
 be approx 6" x 12" x 2". Since I replaced the defective oil/air cooler
 with
 the Modine unit, which is working very well, I have disconnected and plan
 on removing the oil/water exchanger.

 Mark S.

 Mark,


 Thanks. So your total [oil] is about 313cu. inches, I'm guessing your max
 power is 280Hp and so your hp to cooling ratio is about 1.1: 1 or
 similar to Dave Leonards. That is good news. I am ball parking
 400 cubic inches with 310hp. Thanks again and Merry Christmas to all.

 Doug in Japan

 ---


 Mark,

 I figured it out as I see you mentioned core area. The Fluidyne model
 number is DB-30617 and can be ordered in a dual pass with or single
 pass like yours I believe,

 One place that sells them is here.
 http://www.customcarscentral.com/fludb30616-universal-all-makes.html

 Cheers


 Doug in Japan


Doug,

Yes, the dimensions given were for the core. I think you can also get them
from Summit Racing.

Mark

Mark,

Thanks. I can see why you went with that size. Of all the reputable
makers it is the probably the best match for your engine size. I would
like one slightly bigger in the three inch thickness but they don't
appear to be available. I may have to add to cooling fins to the
pre-oiler- accumulator cylinder.

Cheers

Doug

Paul,

The cross counter flow heat exchanger you show in your book is what HVAC
engineers often call multi-pass cross flow units. In your depiction the
water makes two passes. Here is a good site with the equations that
prove the efficiency.

http://www.engineersedge.com/heat_exchanger/Camparison_heat_exchanger_types.htm


Doug in Japan