Making the oil cooler work around the supercharger setup
Oil temps when tracking the ND when it was naturally aspirated made it clear that an oil cooler was a must. Now with the supercharger added to the mix, cooling the oil is even more of a do-or-die affair.
We had to make some changes to the Mishimoto oil cooler kit to fit with the added intercooler and intake piping from the supercharger. This is a DIY process.
The cooler location must shift a bit, which places it where you can't have the lines enter it from the top - so the cooler is flipped up-side down with in/out pointing down. We like this orientation more anyways because it drains when you turn the engine off so that when you change your oil you aren't left with a whole cooler's worth of dirty oil still in the system. You'll need to figure out the brackets for the cooler's new position. We used a couple of the brackets from the Mishimoto kit and a couple other random brackets that were laying around.
With cooler flipped and relocated you need new lines. The new lines we made are both -10AN in size with 45° fittings on the end that joins the thermostat plate at the motor and 90° end at the cooler. Line lengths were 42" and 31".
The Gobal Cup cars are normally aspirated and yet run upgraded fluid coolers for the engine, separate powered fluid coolers for trans, and yet another separate powered fluid cooler for differential. And that's for race NDs that are normally aspirated!
The added level of weight and complexity is horrifying to us here as Racers in love with our LIGHT sports cars. So, we will go that complex only if we absolutely must, will start with more KISS methods first (Keep it Simple Stupid). If our KISS methods shown here work, it will be very easy to make these a simple product that track users can bolt on to their NDs. With our NC race cars we were able to make our differential and transmissions live at much higher power levels than most track users...with simply getting more AIR on them using similar technique. So, we are well into a similar journey here to see if we can solve our diff and trans temp challenges with just more air. We have run temp stickers on both trans and diff, and now boost is added along with air scoops, hope to see no increase in peak temps.
Classic tale of too many variables changed in prep for today. Added OSGIKEN limited slip to handle the higher HP, it has a much more aggressive lockup than stock and since it is new and tight it is even more aggressive. Also new alignment with less toe out, in preparation for big track events starting with MazFest next week and Mazda Raceway Laguna Seca soon after. Those two factors together meant car front didn't rotate around the cones as smoothly as the last two events. Finally the supercharger, on E85 without a finished tune because the ECUTEK software locked up during three reflash attempts by Mat of Orange Virus....such that we don't have a final HP result on this car, we are stuck for the moment with crude starting calibration while Mat builds updated calibration from scratch. In the meantime, Ecutek promising major updates this next week. From diver's seat our exhaust and wind means you cannot easily hear the supercharger, I can hear it as drive, but camera doesn't pick it up well. But camera in the nose picks up the blower sounds I know many of you are waiting to hear.
NathanD277 wrote:The blower sounds good, and the car looks like it's picking up speed very quickly. How did the trans and diff cooler scoops work?
Have not been under the car tonight to check the temp data stickers, but expect not a big heat load today with just SCCA autocross. The real test for the air scoops is next weekend....MazFest track day at always HOT Fontana.