FL5 Overheated on Track

[simpleisbest]

I was using my prototype oil cooler kit and in the 4th session oil temps were around 255, in the 5th session they were around 264.

Those oil temps seem pretty good considering those hot ambient conditions
Looking forward to see you bring the OC to market and order the whole cooling suite

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[siwelnosaj]

Those oil temps seem pretty good considering those hot ambient conditions
Looking forward to see you bring the OC to market and order the whole cooling suite

Yeah I'm quite happy with the numbers considering the conditions

The oil cooler kit will be ready quite soon and then I can make a full post about it

 

[Gansan]

Could you explain the difference in design from your prototype to the final version?
In this earlier pic, the coolant passages are going sideways and there are end tanks on the left and right, with the offset seams that show the back and forth path of the coolant.

In the newer photo, the coolant passages are vertical, and there's no sign of the end tanks on the left and right. Was this turned 90 degrees? Are there internal dividing walls in the top and bottom end tanks now to implement the 3 passes? Can you point out the seams?

Thanks.

 

[simpleisbest]

Could you explain the difference in design from your prototype to the final version?
In this earlier pic, the coolant passages are going sideways and there are end tanks on the left and right, with the offset seams that show the back and forth path of the coolant.

In the newer photo, the coolant passages are vertical, and there's no sign of the end tanks on the left and right. Was this turned 90 degrees? Are there internal dividing walls in the top and bottom end tanks now to implement the 3 passes? Can you point out the seams?

Thanks.

Good catch! The PWR design seems to be vertical flow? Which probably explains the how they were able to achieve the more compact design.

 

[siwelnosaj]

Could you explain the difference in design from your prototype to the final version?
In this earlier pic, the coolant passages are going sideways and there are end tanks on the left and right, with the offset seams that show the back and forth path of the coolant.

In the newer photo, the coolant passages are vertical, and there's no sign of the end tanks on the left and right. Was this turned 90 degrees? Are there internal dividing walls in the top and bottom end tanks now to implement the 3 passes? Can you point out the seams?

Thanks.

You are correct that it is a vertical path now and no longer a horizontal path. Here are some pictures to help show this:

 

[Gansan]

You are correct that it is a vertical path now and no longer a horizontal path. Here are some pictures to help show this:

Thank you, that's super helpful to understand.

 

[siwelnosaj]

I made a separate post but wanted to make sure you guys saw this as well

I’m very proud to announce the official release my WOT Performance Dual Oil Cooler Kit for the FL5 and DE5!

This has been a project a little over a year in the making. A ton of effort has been put into this project to ensure that #1 it is the best performing kit available, and #2 that it does so without you noticing.

The goal all along has been to create an uncompromised solution using the best components. Unrivaled in performance and form.

Cutting the bumper or placing coolers in front of the radiator were easy solutions, but not at all optimal ones. I aimed for a kit that is stealth and doesn’t require cutting the front bumper. I also did not want a cooler to sit in front of the radiator and block airflow, or worse yet, feed it superheated air. I wanted an uncompromised solution.

As you can see in the pictures, my kit replaces the OEM brake ducts with our own custom designed dual ducting system. These maintain feeding air to the brakes per the OEM design, and additionally, they provide the two oil coolers with plenty of focused fresh air.

An obvious question is, “Does this cause issues for the brakes?” Delicate care was taken in the design process to address this, but we wouldn’t really know unless we tried it out. So, track testing was done on three separate track days ranging in ambient temps from 62°F up to 101°F. Beyond my own expectations no delta was observed in brake caliper temps when comparing the WOT ducting vs the OEM ducting! Brake temps and performance were identical when compared to sessions where only the OEM brake ducts were used. This was incredible! My rationale for this result is that the OEM design is an indirect system that is not completely efficient to begin with.

As can be seen in the provided graphs, the oil cooler kit performed amazingly. Oil temps were reduced by 35°F and coolant temps by 30°F! Massive game changing improvements. Oil temps were collected using the physical sensor I have installed in the oil pan, which is measuring temps post engine and pre oil coolers. Had I measured post oil coolers temps would be even lower! The oil used in testing was Pennzoil Ultra Platinum 5w-30. Additionally, the kit adds approximately 1.6 quarts of oil to the system which helps to share the thermal load.

Oil pressure with the PWR single pass oil coolers was observed to only show a drop of 4-5 psi when at a similar temp vs with no coolers. In an absolute sense though the psi was the same at the end of the 20 minute sessions given that the oil did not get nearly as hot with the coolers installed vs without; pressure was more easily maintained with the lower oil temperature.

In summary the WOT Dual Oil Cooler Kit:

- Has been shown to reduce oil and coolant temps by 35°F and 30°F, respectively

- Uses top of the line components: PWR cores, Raceflux lines, and HEL thermostatic sandwich plate

- 3D printed ducts, CAD modeling via Casale Design LLC who also designed the Spoon Thill 24h bumper vents and is an aerospace engineer by trade

- Retains OEM brake function, No brake cooling issues

- Requires no cutting at all of the bumper

- Does not obstruct airflow to the radiator

- Uses exit vents in the fender liner, angled outboard to evacuate hot air out (no issues with front end grip or unusual tire wear has been observed)

- Maintains OEM wiper fluid function via a relocation reservoir that reuses the OEM honda motor, plug ‘n play

- Maintains easy daily driving oil warm up via 180°F thermostat in the sandwich plate

- Uses 10an Raceflux lines which have a lifetime warranty against leaks with the fittings

- Minimal drop in oil pressure vs OEM

All kits will be built to order with an estimated 4 week turnaround time. Cost is $2100 USD shipped within the USA. $1800 for the DE5 as it does not require the ducting, they can use their front bumper vents. Willing to ship internationally as well. No other vendors will offer this kit.

To order, contact me directly on here or
facebook: Jason Lewis
IG: @wot__performance
email: [email protected]

 

[keller]

You are correct that it is a vertical path now and no longer a horizontal path. Here are some pictures to help show this:

This is interesting. A vertical flow design is certainly better, but this setup is bound to trap air inside. Assuming there's no air bleeding port, a vacuum bleed seems required for optimal performance. I suppose your test results were obtained with the usual bleeding procedure?

An air bleeding port and a second drain plug could do wonders for this radiator.

 

[siwelnosaj]

This is interesting. A vertical flow design is certainly better, but this setup is bound to trap air inside. Assuming there's no air bleeding port, a vacuum bleed seems required for optimal performance. I suppose your test results were obtained with the usual bleeding procedure?

An air bleeding port and a second drain plug could do wonders for this radiator.

The design has been modified to include a second bleed screw on the top tank. My results were with the normal bleeding procedure and I do believe more performance is there since I was able to remove more air after the track test.

 

[Rhorn]

This is interesting. A vertical flow design is certainly better, but this setup is bound to trap air inside. Assuming there's no air bleeding port, a vacuum bleed seems required for optimal performance. I suppose your test results were obtained with the usual bleeding procedure?

An air bleeding port and a second drain plug could do wonders for this radiator.

Bleeding a Radiator? This is new to me, mind explaining how that works, I had no idea you could bleed Radiators lol

 

[siwelnosaj]

Bleeding a Radiator? This is new to me, mind explaining how that works, I had no idea you could bleed Radiators lol

Yeah it's important to get all the air out. Ideally you want zero air in the system. That's why the overflow tank with the cap sits higher than everything else, so that in theory if air bubbles arise they can make their way up to it.

 

[keller]

Bleeding a Radiator? This is new to me, mind explaining how that works, I had no idea you could bleed Radiators lol

Usually manufacturers carefully design the engine cooling circuits as self-bleeding. In our cars, any air bubbles will move to the expansion tank during normal engine operation. The normal bleeding procedure from the service manual is basically to let the engine run for some time.

This self-bleeding feature does not exist in certain cars (like 911s) or can be lost once you start modifying the cooling system. For instance, acuity's inverse hoses REQUIRE a vacuum bleed (see the installation manual from their website for more info). A vacuum bleed will work on any system provided it's dry or was properly drained. It's how they do it at the factory.

I run a secondary radiator from DrivenCrazy that traps air inside. It has a "bleed screw" that allows me to bleed the air out. From Jason's response, his design was modified to also include a similar bleeding port.

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