02GF74
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| posted on 5/1/09 at 10:27 AM |
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radiator posiston - ok in front of inboard shocks?
as title, any reason why the water radiator should not be placed in front of inboard socks?
advantage is that shocks do not impede forced air flow into the radiator BUT disadvantage is that the shocks will be warmed up by the host air
frm the radiator - is that something to be concerned about?
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nick205
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| posted on 5/1/09 at 10:35 AM |
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Probably easier to fit in front and ensure good ducting of the airflow through the rad. If the shocks appear to be getting too warm then a thin ally
heat shield/deflector would help.
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Mr Whippy
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| posted on 5/1/09 at 10:38 AM |
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I doubt the shocks will be heated so much they will be affected, its not like they will be so hot you couldn't touch them. The oil they use is
very thin anyway
Fame is when your old car is plastered all over the internet
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Agriv8
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| posted on 5/1/09 at 10:42 AM |
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Been running my inboard shocks ( protec ) behing a 4 core caterham racing rad ( pace ) for 2 and a bit years and not noticed any issues. My 4.2 v8
runs arround the 90 deg mark but has been known to hit the 100s now and again.
Regards
Agriv8
Taller than your average Guy !
Management is like a tree of monkeys. - Those at the top look down and see a tree full of smiling faces. BUT Those at the bottom look up and see a
tree full of a*seholes .............
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MikeCapon
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| posted on 5/1/09 at 10:57 AM |
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Speaking as a shock specialist I would have no worries at all with the shocks behind the rad. The heating of the air that passes through the rad is
minimal. At speed I doubt that the air is heated by more than one or two degrees.
If you need reassurance look at a lot of bike shocks hidden away behind the motor, often right next to the exhausts (look at a Ducati 916).
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02GF74
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| posted on 5/1/09 at 11:04 AM |
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ok ^^^ that is reassuring. I was thinking about shock fade but that occurs when doing high speeds off-road whcih does not apply in this instance.
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procomp
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| posted on 5/1/09 at 12:31 PM |
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Hi
Actual testing on a striker found that with 20 laps at cadwell park the alloy dampers mounted behind the rad picked up an extra 22 degrees compared to
the outboard setup on a similar car which where actually 2 degrees colder after the same 20 lap run to the ambient temp when both where sent out.
On the dyno ( depending on which dampers and settings. This equates to around a 2-4 click difference to maintain the same settings.
Hence all the works RAW strikers racing are now running remote reservoir dampers to maintain the settings during a race. Not so critical on a road car
but ducting is necessary IMHOP after doing some testing with this type of setup.
Cheers Matt
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NS Dev
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| posted on 5/1/09 at 01:05 PM |
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now that's what I call an answer!!!!
All the facts now at your disposal, racers would pay a fortune for that sort of info!
Retro RWD is the way forward...........automotive fabrication, car restoration, sheetmetal work, engine conversion
retro car restoration and tuning
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Rob Palin
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| posted on 5/1/09 at 01:28 PM |
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It's also worth remembering that an airflow blockage behind the radiator is no different in effect to a blockage in front of it - if the air
can't get out then it won't go in.
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mawmaw
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| posted on 5/1/09 at 06:19 PM |
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so presumably the rear shockers which have equally bad airflow heat up to the same degree?
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Liam
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| posted on 5/1/09 at 06:55 PM |
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quote:
Originally posted by NS Dev
now that's what I call an answer!!!!
All the facts now at your disposal, racers would pay a fortune for that sort of info!
I love this forum!
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procomp
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| posted on 6/1/09 at 08:34 AM |
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Hi Mark
The fronts on some setups are sat right behind the rad hence the increase in temp. The rears due to no direct air flow only increase by 5-10 degrees
at worst. Which is about 1-2 clicks dependent on damper.
It is not so bad at the rear as it is a much smaller difference from static settings. the problems occur at the front where the settings on the
inboard dampers on some setups decrease by a good amount leading to completely different handling towards the end of the race compared to the
start.
Again it ain't so bad on a road car but when racing you start to find that the corner where you where flat out in the early laps slowly starts
to need a slower entry to get round as the race progresses.
Hence Steve Garry etc all wanted better and better dampers allowed in to the regulations. And now look where we are with dampers in the kit champ.
They are running 5-7k's worth of dampers. And the same is starting to happen in the RGB champ also on the inboard setups as they slowly work out
whats happening.
Cheers Matt
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Agriv8
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| posted on 6/1/09 at 09:58 AM |
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quote:
Originally posted by Rob Palin
It's also worth remembering that an airflow blockage behind the radiator is no different in effect to a blockage in front of it - if the air
can't get out then it won't go in.
The further the 'blockage' is from the raditor the less of an affect discuss ?
Taller than your average Guy !
Management is like a tree of monkeys. - Those at the top look down and see a tree full of smiling faces. BUT Those at the bottom look up and see a
tree full of a*seholes .............
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02GF74
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| posted on 6/1/09 at 10:19 AM |
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^^^ yes, that I believe to be correct.
the way I see it, and feel freee to disagreeee.
Air has to flow around the object and the furher it is from the radiator, the smoother the flow will be through the radiator.
My poxy diagrm shows what I am on about.
Top case the damper (small squre box) is up against the radiator and the air coming in has nowhere to go.
Middle case the airflow is still being disturbed by the damper as it flows through the radiator but the bottom case the effect all but goes away; the
air is still being distrubed but this happens well away from the radiator.
 
Rescued attachment flow.JPG
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Rob Palin
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| posted on 6/1/09 at 01:25 PM |
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^^ What he said 
Plus, the effect of the distance is a little bit different front to rear.
Blockages ahead of the radiator affect the flow more because there isn't much space / time for it to recover before it gets to the radiator
(and, being fussy, the adverse pressure gradient ahead of the rad makes it harder too). It kind of casts a shadow over the rad which makes the
'dark' part of it much less effective.
Blockages more than ~20mm behind the radiator benefit from the comprehensive mincing of the air by its passage through the radiator matrix. The
upstream effect of the downstream blockage is reduced and the dominant resistance in the system becomes the rad itself.
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