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Posted: Fri Jan 23, 2004 1:34 pm
by MASSIVE TYPE IV
Posted: Fri Jan 23, 2004 2:00 pm
by 67 newbie
Jake,
thank you for this post, I think this adds to your credibility because you are admitting that the current configuration is not working as well as you had hoped. I for one have full faith that you will tweak on this until it is "the best system being offered" and you will have real world data to back it up! I just wish I could help you with this R&D work, I worked on a military project where we had to try to direct airflow into a wheel well .. I know how frustrating working against an invisible enemy can be..
Posted: Fri Jan 23, 2004 2:06 pm
by vwfye
hey jake, will you measure the size and pitch of the GOL fan you have for me? i want to see if they changed anything other than the composition of the fan when it went from metal to nylon. thanks!
Posted: Fri Jan 23, 2004 2:23 pm
by stkbus
Keep your chin up man. You have had to overcome some real obstcales with this test. I know some of them first hand (leaks, LOL)
Stating the facts and not selling or marketing an inferior product speaks loudly of your integrity. Even Joe would be proud!
Semper Fi!
Posted: Fri Jan 23, 2004 2:26 pm
by MASSIVE TYPE IV
Speaking of Joe...... Sure do wish that he would send me some sort of message.... This stuff is driving me nuts.
Posted: Fri Jan 23, 2004 3:09 pm
by Guest
Jake,

I suspect that the head design is somewhat causing some if not all of the problem. The Type 1 head is definitely different from the Type 4 head when it comes to airflow movement impedance and due to the number and size of the cooling fins. Also, there are no or too little fins to the sides compared to the Type 4 which has none. They definitely pass air differently.

Send me a sketch of the interior vanes on a Type 4 and one of what you are doing to make it work for the Type 1 and I'll see if I can help you out.
Hang in there!
Posted: Fri Jan 23, 2004 3:10 pm
by Guest
Anonymous wrote:Jake,

I suspect that the head design is somewhat causing some if not all of the problem. The Type 1 head is definitely different from the Type 4 head when it comes to airflow movement impedance and due to the number and size of the cooling fins. Also, there are no or too little fins to the sides compared to the Type 4 which has none. They definitely pass air differently.

Send me a sketch of the interior vane placement on your DTM Type 4 shroud and one of what you are doing to make it work for the Type 1 DTM shroud and I'll see if I can help you analyze what is happening
Hang in there!
Posted: Fri Jan 23, 2004 3:12 pm
by speedy57tub

Sorry, my PC continually unlogs me and my posts end up showing me as "Guest"!
Jake, I suspect that the head design is somewhat causing some if not all of the problem. The Type 1 head is definitely different from the Type 4 head when it comes to airflow movement impedance and due to the number and size of the cooling fins. Also, there are no or too little fins to the sides compared to the Type 4 which has none. They definitely pass air differently. Send me a sketch of the interior vane placement on your DTM Type 4 shroud and one of what you are doing to make it work for the Type 1 DTM shroud and I'll see if I can help you analyze what is happening
Hang in there!
Posted: Fri Jan 23, 2004 3:18 pm
by Farmer out of town
Yeah, mine seems to do the same thing tonight.
Jake, might it have something to do with the under cylinder cool tin ? Hence too much or too little resistance ?
Torben
Posted: Fri Jan 23, 2004 3:20 pm
by MASSIVE TYPE IV
Tried both types of tin, and NO TIN! no big differences.
Posted: Fri Jan 23, 2004 4:22 pm
by DavidW
Hey if this one does not work I will be glad to help redesign the dtm or design a new shroud I am in this for the long haul. I think we will be able to improve type 1 cooling. If not there is always the other option more type 4 engines and shrouds

Posted: Fri Jan 23, 2004 4:27 pm
by Farmer out of town
OK !
Hmm.
2 things, which you might already have thought of. But anyway:
1. Fan speed. At that speed it might stall in it´s own air. Slow the fan down.
2. Try and split an oem late model fanshroud open and take a look at the vanes inside. - How far away from the fan are they placed. Which direction in relation to the fan and cylinderheads do they have ?
Time to go to bed for me. Only 3½ hrs till the ringer YEEELLS

And another 14 hr working day begins.
T.