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Arouse the DAMPFHAMMER!
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Discussion Starter #761
...I would say you won‘t be too far off calculating with 10-15 l/min.
Thanks for your overview Lotus. Very nice! Yeah, that's a good assumption in my opinion too. I took 20 l/min as the K20 engine has oil squirters and the bearing clearances of the main bearings are on the higher end. Also I will run the oil at higher temperatures as Honda series. Therefore 20 l/min seemed to me a value covering all the given aspects.

If one has a spare block, you could actually force feed it with a low viscosity oil (to simulate hot oil) pressurized at 5 bar and measure actual flow.
I thought about doing a Oil Pump test bench: pump, oil supply volume and a back pressure variable outlet. But I run out of budget before tuning, the upgrade for pump and cooler was 1.2 k, old stuff like pump, cooler and ECU 506 are still for sale. The last bill for the engine mechanic is payed, electric and tuning is on the list of things which need budget.
 

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Sure I will test it t3gav :D. What I've shown there is following setup:
  • oil volume flux = 40 l/min ->
  • Oil inlet into cooler = 120 °C
  • Coolant inlet into cooler = 85 °C
  • coolant volume flux = 120 l/min
If you take those values for the Oil outlet of cooler temperature check of the C43-182 data, then your finger will point on spot at 117 °C, which is a tiny decrease of 3 °C.

View attachment 100107

If this result doesn't fit real life experience the oil volume flux would be lower in reality and the RSX manual value of 54 l/[email protected] rpm is at zero pressure. If the pump sees more pressure at the outlet, the flow rate decreases of course. Finally the flow rate is a function of the system back pressure over the flow rate map. This makes first order assumption challenging as oil flow rate as well as the back pressure of the oil circuit is unknown and just can be based on assumptions.

Edit: the diagrams are based on exact those temperatures according laminova which I took.
Hmm not sure I'm reading the graph right but at 120L/min of coolant flow and 40L/min oil you get 117 deg c which is fine in terms of oil temp. I'm not sure how you calculated the 120 deg oil temp though, a 3 deg drop is almost pointless considering the cost and effort involved over a standard type oil cooler, they cant be that inefficient surely?
 

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Hmm not sure I'm reading the graph right but at 120L/min of coolant flow and 40L/min oil you get 117 deg c which is fine in terms of oil temp. I'm not sure how you calculated the 120 deg oil temp though, a 3 deg drop is almost pointless considering the cost and effort involved over a standard type oil cooler, they cant be that inefficient surely?
120 degree Oil Temp is probably the boundary conditions the chart was created with by the manufacturer. 40 L/min is a really high flow rate, so with a 3 degree drop in oil temperature (using some estimations for oil density and specific heat), you're looking at 4.3 kW of heat pulled out of the oil. If you slow the oil flow rate to 20 L/min you might see 6 degrees of cooling, but half the flow and twice the temperature drop still means 4.3 kW of heat removed.

It's not a linear relationship for sure, the cooler looks to get more efficient at pulling heat out of the oil with lower oil flow rates.
 

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Arouse the DAMPFHAMMER!
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Discussion Starter #764
Hmm not sure I'm reading the graph right but at 120L/min of coolant flow and 40L/min oil you get 117 deg c which is fine in terms of oil temp. I'm not sure how you calculated the 120 deg oil temp though, a 3 deg drop is almost pointless considering the cost and effort involved over a standard type oil cooler, they cant be that inefficient surely?
The 120 l/min diagram area is without restrictor. Imagine in that case most of the water flows not through the oil cooler area, but just through the water bypass, which is a 34 mm ID pipe or so. Only the pressure drop balance caused by flow through both, the water bypass and the oil cooler passage, gives the relevant cooling flow flux.

120 degree Oil Temp is probably the boundary conditions the chart was created with by the manufacturer. 40 L/min is a really high flow rate, so with a 3 degree drop in oil temperature (using some estimations for oil density and specific heat), you're looking at 4.3 kW of heat pulled out of the oil. If you slow the oil flow rate to 20 L/min you might see 6 degrees of cooling, but half the flow and twice the temperature drop still means 4.3 kW of heat removed.

It's not a linear relationship for sure, the cooler looks to get more efficient at pulling heat out of the oil with lower oil flow rates.
Yuup Scider. As you know, heat transfer efficiency is bounded to temperature differences, the smaller the later the higher the efficiency rated at a constant transferred heat flux. The Laminova efficiency reacts pretty sensitive to restriction on the inlet of the water bypass, as it instantaneously increases the water flow velocity through the cooler passage. At a requirement of 120 l/min the cost of that get high, over 1 bar of pressure drop, which is too much for the CWA400 EWP of Pierburg. That's the issue why I changed to the more smart design of the ECD54-182, which is muuuuuch more efficient. Double the transferred heat flux at more then half of the pressure drop, but for more then doubling of costs...
 

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Arouse the DAMPFHAMMER!
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Discussion Starter #766
Update

First start:
The electric specialist will call me up today what is the status of the harness to arrange a meeting where we plug in the ECU to turn the key. This week only in position one as the effort to assembly intake and exhaust back again is to much for the moment.

E-Pump housing orientation modification:
The Pierburg CWA400 can be modified to turn the in- and outlet housing of the pump to the specific demand of the enginebay. The anti-rotate device has to be cut of the motor housing. The pivoted in- outlet housing now can be turned and fixed by e.g. a locking screw. The pump is now mounted in a non-spec'd vertical position. Our supplier mentioned to ensure the pump runs always in air free conditions, as without the pump will take it's leave :wink:.

Exhaust finished:
The end pipes now are welded on the muffler.

Schalldämpfar.jpg

Blowby oil mist catch can:
My welder couldn't resist to skip my Mann & Hummel ProVent 2-stepped Oil mist filter and welded his own 2 camber catch can.

Koaleszensfilter a la Meister.jpg

Oil-Water-cooler:
The ECD54 from Merlin Motorsport is on the way on its place. I was unsatisfied with their performance, the delivery date for that very expensive piece was stated to be within 3 days, finally we wait 4 weeks for it. They should really keep their web shop up to date. We changed the fittings (45° and 120° to 2 x 90°) and are ready to finalize the piping for the oil circuit.
 

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Arouse the DAMPFHAMMER!
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Discussion Starter #767
Update

First Start of the engine:
I had yesterday an over one hour video conference with the two guys, where we defined the location of all sensors. We decided for this way as the sensor harness earliest will get ready on Thursday, which is designated to prepare of our holiday preparation. This safed my ass of to drive 1300 km in one day, just to see the harness, while wife and daughter get lost in suitcase packaging :wink:. We postponed the engine start after holiday, when harness is mounted, all bolt on work is done and fluids are filled up.

Additional harness:
We decided to use AMP industrial connectors for the CAN bus, AEM delivered only Deutsch connectors for the VDM module, not for the wideband. Also we decided to use 1.5 mm² wires for the extra sensor harness to feed the engine power calculation model with temperature, pressure, humidity, 3D acceleration and GPS data.

Oil temperature observation model:
As the ECU run out of temperature inputs, I decided to measure only the oil temperature into the engine and calculate the oil engine outlet temperature via transfered heat by the oil-water-heat exchanger. For that I will use a simplified heat transfer model which is based only on temperatures (in and out of coolant and outlet of oil) and the data Laminova supplies. With that I get an idea which is the outlet temperature of the oil at maximum.

Expel of KomoTec work out of the car:
Both guys were super surprised about the harness work of the previous company, which was KomoTec, doing the first K20 swap on this car. The mechanic guy said, "I am far from being a harness specialist, but compared to KomoTec I am an AMG level harness maker :D!". The density of nonsens and crappy work is higher than one can imagine. E.g. when I bought the car VTEC didn't get activated, car was in limp mode many times. I replaced the VTEC valve without any improvment. I checked the harness at the connector of the ECU and found out about 10 wires were almost brocken further 7 or so were already cut at the isolation, just by vibration because of the loose harness installation. Beside that they soldered cross connections between pins inside the ECU...INSIDE THE ECU! Now a specialist will fix all criminal work and do a clean harness job. All KomoTec work will be expelled out of my car. Strike!
 

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Yikes,
The Komotec immobilizer wiring is “adventurous”.
Free dangling C101 connector, bridges and wires into the ECU casing etc.

I helped Korbi to fix this mess (at least figuring out what these wires actually do) on his KT converted Elise as he swaps his K100 for a Doctronic ECU.

He will build a new conversion loom all together.
 

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Arouse the DAMPFHAMMER!
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Discussion Starter #770
Yikes...He will build a new conversion loom all together.
According the previous owner it was K-swapped in '07. A bit to late, isn't it :wink:?

First start up:
Spoke with the mechanic Wizard about my intention to pre lube the engine before doing the first start and pointed him to market available solutions, he just laughed. In his words, he never used such a thing and it would fill up valuable storage room. But he never started an engine which was so long not turned for the first time. Virgin, we need this done without a hitch :D! As the car will not often be used, it may be easier to have an integrated solution?!
Anyone knows an European solution?
 

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Arouse the DAMPFHAMMER!
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Discussion Starter #777
Good news...Project goes to the end...
Yes it is and it does, K20actr.J. I just ordered the last part for it, two 90° angle joints for the shifter cables to connect them to the shifter. I just can't believe the journey reaches the finish line. Inspired by Joe's 8.5 IM adventure results and started with an idea of an 15 bar BMEP over 4000 rpm wide in 10/13, it's almost 6 years ago. 6 years of fails/success, of haters/supporters, of learning NA engine development knowledge, people and the scene. In a few weeks all come to one way when the engine starts for the first time and shows me what it is all about on the dyno. I believe I need a bottle of Valerian for the tuning sessions :D.
 

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Arouse the DAMPFHAMMER!
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Discussion Starter #779
Update!

Timeline of the DAMPFHAMMER engine project:
The master was 2 weeks ill at home, finish date of the built will be postponed by 2 weeks, that means mid of 10/19. Tuning of the engine will happen end of 10/19, as I myself are pretty busy these days. Planning a new race engine design, building and tuning business, networking with experienced guys of the racing scene...

Drive shaft:
It arrived.
 
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