Hey everyone!

[StiegemeierPortingService]

Hey everyone just finished up one of our K20 M62 Liquid cooled front drive setups.. what do ya think?

[MadMaxAtom]

You are cooling the drive tower with coolant? Is that necessary?Have the bearings been failing? Just curious as I have never seen this done before.

[StiegemeierPortingService]

Yes we are cooling the front drive, but it is moving coolant from your after cooler around the front drive, not in it. this is cooling the bearings and oil (also helping balance out temps front to rear "heat soak") this on average will cool the blower 100 degrees under high rpm situations, such as the 8400 rev area of the k20 si engine. This is to prolong the life of the little m62 on both the ecotec and the honda engine. The long duration of high rpm usage with such a small supercharger generates heat in the extreme, We have done about 4 ariel atom type cars with 100% success rate and over 200 on other vehicles.

[FourFather]

All of us that road race our Ecotec LSJ powered Ariel Atoms have a problem with the stock Laminova after cooler being restrictive and not cooling well, even with the more efficient Harrop 1320 TVS that I, and many others, use. Have you by any chance addressed that problem?

Thanks,

Eddie FourFather Hill

[StiegemeierPortingService]

Yes sir, this cools one of the leading causes of the heat soak issue. After consecutive dyno pulls the Blower is even alright to touch and leave your hand on it. Also our porting helps with another 15-20 degrees. A few of our k20 customers have seen 330+ wheel horse and capable of 16 PSI. This is of course cooled with the venom cooler. All of our blowers and TB applications are all flow tested, we can cater to any type of supercharger setup for the engines offered for the Ariel Atom. We also are in development for a better flowing after cooler setup specifically for this vehicle.

[FourFather]

if you develop a better flowing and better cooling intake/blower manifold for the Chevy Ecotec LSJ, to replace the inefficient Laminova units, that will fit in the same space as the standard manifold (space is tight in that area) and allow the use of the Harrop tvs 1320 supercharger that I already have on the car in my Atom II, I would sure like to know about it.

Thanks,

Eddie FourFather Hill

[Lane]

We also are in development for a better flowing after cooler setup specifically for this vehicle.

I have an Atom 2 and have replaced the stock aftercooler unit with a 2-row, 2-pass design, that's significantly thicker. Capacity is about 3x the original. In photo below, original is on the right, and my replacement is on the left.


(more photos on this job here)

After its replacement, I have not seen any noticeable change in the Eaton's ability to heat soak itself, at least as far as observing IAT2 temps go. Most likely reason is that the cooler is horizontal in our cars and doesn't benefit from any direct airflow. Also, I'm sure the laminova set up has room for improvement in it. Whether it can be improved enough to reduce the IAT2 temp (and keep the ECU from pulling timing) on tracked cars, I do not know.

At this point, I'd prefer to address the existing cooling system without having to tear into or replace the supercharger itself. If you had a solution that has shown to be able to do that, I would be very interested in hearing more about it.

[FourFather]

I have also replaced the original aftercooler, in my case with TWO aluminum radiators, one in the front of the car, and another in the roll hoop, along with an expansion tank and high pressure radiator caps, and TWO Bosch pumps to keep the flow moving nicely.

I have FOUR fans on these radiators, running full time.

I also use the Harrop 1320 TVS supercharger, which is larger capacity and has 160 degree of twist in the rotors instead of the 60 degree twist of the stock Eaton M-62, and therefore does not heat the air as much, for equivalent air flow.

I also have a cool air intake to the throttle body that feeds the supercharger ambient temp air.

I still have higher air temps between the supercharger and the engine, than I would prefer.

I, along with Hot Rod Magazine, feel that the intake/supercharger manifold with the four restrictive and inefficient Laminova heat exchangers, is the problem/limiting factor.

So my question to the original poster is whether they have addressed that area.

Here is the radiator I use at the front of the car-



And here is the roll hoop radiator.





Thanks for listening.

Eddie FourFather Hill

[MadMaxAtom]

"I, along with Hot Rod Magazine, feel that the intake/supercharger manifold with the four restrictive and inefficient Laminova heat exchangers, is the problem/limiting factor."

I agree as well. It is not so much getting rid of the heat once it's in the aftercoolers water system; it is the inability of the laminova heat exchanger setup/design under the blower that is the limiting factor to lower IATs on the LSJ. You can only get so much surface contact time with the incoming charge against those tubes,and the design is not conducive to mods from what I have seen so far.

Street driving doesn't really tax the system,even at elevated HP levels over stock.

But spirited track driving,at 100% power levels for 30 minutes at a time…does bring everything up to limits and over if not prepared.

[StiegemeierPortingService]

We would defiantly love to modify or develop an efficient system to coincide with out liquid cooled front drive. All we need is a manifold to get started.