I know with my NSX I also, as well as other owners do with oil temps with the stock cars, had high oil temps. We concluded over there that when the motor is driven in V-tech for long periods of time you have a lot of oil up in the head not circulating well. This is why oil pressure drops slightly when in V-tec for long periods of time. This cuts down on the amount of oil running through the system to dissipate the oils heat. An aluminum block is a good thing as it dissipates heat really well. Thats why radiators and intercoolers are made out of it. Also its weight I guess.

In conclusion a lot of the tracked turbo NSX guys are running HUGE oil coolers adding almost 2 quartz to the system just sitting in the oil cooler getting chilled off, as well as running -12 AN hoses. Sometimes this adds up to 3 quartz total to the amount of oil. Now instead of a 4.5 qt car you are running 7.5 quartz and the oil temp problems suddenly disappear. After looking up the size of oil cooler you are running it is barely the size of one stock 911 turbo oil cooler. That car runs 2 for a reason. OH and so did the rx7 run 2 for a reason, OH and so does the lola race car, OH and, sorry I was getting out of hand, but the list goes on forever of all the dual oil cooled BONE STOCK turbo cars.

Conclusion. When half of your oil is up in the head durring V-tech getting BAKED and the other half is getting baked by a turbo you have oil temp problems. Solution, get that oil volume up so there is always a 1-2 qt sitting in the oil cooler ready to get pumped through and cool things off. And no small oil cooler is going to cut it here people. Either do what the manufactures are doing or don't do anything. While we are all bright men we sometimes need to follow others to do the right thing. Either run two oil coolers or just run one HUGE oil cooler, but please don't run one little one intended for a N/A car and go.....*My oil temps are high*

Sad the set-up is already sold. You sound like you drive the car hard enough and are mechanical enough that we could have shown the S2000 guys how the NSX boys are doing it and had GOBS of torque to boot. Nothing like being able to select a taller gear knowing the tq will be there to pull like a train out of that apex. Ah well. Sometimes giving up is a type of solution.

J. R.

 

Sorry to hear about your lack of success. I would think it would just be a matter of increasing the amount of cooling. I know you said you added vents to the hood, but maybe they weren't of proper design to be really effective.

As the S2000 has a relatively small frontal area with which to get cooling air, air flow through the engine bay probably needs to be maximized in addition to increasing cooler/radiators sizes. So something along the lines of a C-West or Amuse vented hood.

 

JR,


Sounds like you have it all figured out. When are you going to try it at the track and report back?

Bill


spdracerut

Agreed. - Stacking 4" thick of intercooler, with 1.75" of oil cooler, and then 2" of radiator is not really effective. I added "extra venting" in the nose and extra venting in the hood to extract it. Might not have been perfect, but should be close to what can be expected with a big mouth nose and vented hood. The problem arises that most turbo cars can get away with adding oil coolers to fenders, etc... This would require a lot of fab work in the Honda as there just isn't the room.


Bill

 

[QUOTE=blackey,Jul 6 2008, 07:01 AM] JR,


Sounds like you have it all figured out.

 

Socially slow? Is that like autism?

 

He kind of has a point, even stock EVOs/STIs have similar/more oil cooling then you had. However, whether a big cooler would have been good enough for 12PSI, we'll never know.

 

You know, I knew a dumbass comment like that would come out of this

He was giving you some very good no BS advice on how PROPER cooling should be done with this car.

 

I was thinking an oil cooler could be mounted in the space where the left muffler used to be. with proper ducting it could be well ventilated. I was curious what you guys think about the hose lengths, aerodynamics, etc. I'd imagine the stock pump would have fits pumping way back there. I guess it could use an auxiliary pump and just circulate the sump oil, almost like a dry sump kit. Just an idea.

 

Hey bill, got a question for you.

With the turbo, how do you like the throttle response on the track? Do you find the linear power of the supercharger better on the track, or the higher torque in the lower rpm from the turbo better?

Since you rarely go under 5k rpm, does the power from the turbo come the instant you step on the gas, or is there still a bit of lag compared with the supercharger?

I am deciding between the two for a track setup, hope you can shed some lights.

Thanks
Clement

 

I'm curious now as to what setup (for cooling) the C-West time attack car is running as it's using the Greddy turbo kit.

I was looking at using the Mocal water/oil cooler that the Kraftwerks kit uses and was curious as to how effective that was. Of course, you'll need to run the biggest radiator that you can.

FWIW, my Evo's oil cooler is in the right fender.