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Found best place for hood vent. Data inside
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09-21-2016, 10:52 PM | #23 | |
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09-23-2016, 06:30 PM | #24 | |
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Outside: BMW M-Aero, Euro region lighting, Seibon | Inside: M3 cockpit, Recaro SPG, Prototipo, AutoSolutions SSK, UCP | Stop: M3 ST-40R, PFC | Grip: Solid-mounted subframes, rear coilover conversion, M3 Nitron R3, Hyperco, SPL, AKG, ARC8 | Go: StageFP, CF snorkel, 3IM, MILVs, SuperSprint headers, Dundon Motorsports Inconel exhaust, VoltPhreaks | Cool: CSF | PCA #2018100384 | BMW CCA #505794 |
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09-24-2016, 04:20 AM | #25 |
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Perhaps something similar to BMW M8 v12. The fan shroud is like a funnel that seals the hood where it vents out right between the radiator and the engine.
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09-25-2016, 01:52 PM | #26 |
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Not sure I follow, any drawings, pictures, etc.?
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2011 E90 328i 6MT, BMW Aero, CF hood/boot, PI+CAI+RM+3IM+BPC, SS+CI528+ThermoTec+SS#1+2XBurns, AKG 75D eng/trans, Al/Delrin diff/RS, CM 850, UCP, CAE, AKG DSSR, DiffsOnline 3.91 30/90 LSD+BW cooler, C&R, Setrab, Accusump, AST 3-way+Swift, Aurora PR+BW spherical, Vorshlag CPs, M3 brace+UR bar, ARC-8 18x8.5, 255 R1R, RB/CSL rotors+cooling, 135i calipers, RS29, RT700, Safecraft, OMP HTE-R+804F+QD Superquadro, 6pt cage+FIA, Braille, RT DL1Mk3
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09-28-2016, 06:21 PM | #28 |
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After getting into a huge debate over n55 iats and intercoolers I've been doing all sorts of logging of temps across the engine bay. It appears there is a massive amount of heatsoak occuring under the hood. Intake tubes are hitting 200f in 70f weather. Cold side chargepipe was 200f. The intake box was 156f. Even the air scoops were 140f. The intercooler on this 70f night was showing only 72f...
I came to the conclusion I need to find a way to excavate more heat from the engine bay... not buy a big ass intercooler for no reason... Can anyone speculate on the effect of either adding a Cowl dam to remove heat (and placement) or a hood slot to force air in to increase airflow (and placement)??? I don't see any well designed aftermarket hoods... |
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09-29-2016, 04:37 PM | #29 |
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More Data: this time engine bay and wheel well testing
Ok, I got to do a little more testing. This time I measured the pressures of the engine bay, and the wheel well.
All testing was done on the same road as before, and at the same speed (51 MPH). All other measures were identical, except the placement of the end of the tube. I put the tip on the edge of the engine cover, right between points 3 and 4 on my original pictures. All measurements were in INWC(Inches of Water Column) just like before. Engine Bay MIN Max .61 .75 Most common reading: .63 The most common number I saw was .63, so I think It's fair to assume that that is the average. Since I have an open intake, I think it's possible that that may have lowered the pressure in the engine bay. I didn't feel like swapping it for the stock box, but all testing was done with cruise control on, at low rpm in 6th gear, so it shouldn't matter too much. Now the wheel well testing was done by feeding the end of the hose through one of the few holes between the engine bay and the driver's side wheel well. I believe the wheel well pressure builds up in the back, closest to the driver. I could not get that far with the hose without it just flopping around, and I think I'd have to get the car up on jackstands to secure the hose where I want it, since there's no room to do so when the car is on the ground. This reading was more stable than the engine bay reading as well. Wheel well Min Max .28 .34 Most common reading .31 So, Engine bay: .63 INWC PSI=0.0227 (rounded to 4 decimal places) Wheel well: .31 INWC PSI=0.0112 (rounded to 4 decimal places) It's weird that the wheel well pressure is just about half of the engine bay pressure It was a little damp when I did the the testing, and my rear tires are pretty much bald, so I didn't have the nerve to try any testing at higher speeds. I'll see about re-doing all of these tests at higher speeds after I get new rubber(and new wheels!) next Friday. Pics: Last edited by shirtpants_; 09-29-2016 at 04:53 PM.. |
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10-19-2016, 02:37 PM | #31 |
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Readings @ 100
Update:
Got a chance to do some testing of the underhood pressure again. This time at just over 100 MPH. I used the same location for the end of the tube for measuring. I ended up with a much more stable reading than any of the other tests. Hovering right around 2.23 INWC the entire time. This is over triple what the pressure was at 50 mph. This equates to 0.08048 PSI. I would have done it at higher speeds, but even at just under 110 I was getting an overflow message, which basically means that the readings were going over what my unit is capable of measuring. I tried to get more data for the over hood pressures as well, but I was getting an underflow message at anything over about 60 mph. So the pressures were below (as in negative pressure) what my unit could read. This is pretty much the end of any aero testing I'll be doing. My unit cant read anything higher, so this is it. |
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11-08-2016, 02:09 PM | #32 | |
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Looks like the ducts should help extract air as that area is high pressure under hood and low pressure above the hood. Goal would be to relieve under hood temps and enjoy the weight savings of fiberglass... any thoughts on whether they will actually be functional? Placement is similar to a louvered hood like this: http://n5tuner.com/index.php?main_pa...4#.WCIxyk10yWF but it's cheaper and looks better (in my opinion). wont water just pour ino the engine bay with EITHER of these options? Last edited by bNks334; 11-08-2016 at 03:07 PM.. |
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11-09-2016, 06:46 PM | #33 | |
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I think the biggest source of high pressure is the air coming from the radiator. Yes, Water will just pour into the engine bay if you are stopped during a storm. I think the best way to go about this would be to duct the vents to the radiator. A lot of hot air comes out through the radiator. Ducting the radiator to the vents would definitely improve it's efficiency, by the pressure difference giving the radiator air somewhere to go, instead of building up in a "wall" in front of the engine. By using ducting, you could also make some channels for the incoming water to go, to keep it from going places you don't want it to. Without ducting, I would be worried about the possibility of water getting into the intake, if you have an open intake. If you planned on using ducting for that hood, it would probably look similar to the E46 m3 GTR. Although those vents are much bigger. The engine bay in the 1 is kinda crowded though, so I don't know what you could make work. |
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11-22-2016, 03:46 PM | #34 |
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shirtpants_ Thank you for your efforts. At the last track session my car overheated and limped home. I prefer passive cooling to active due to simplicity and weight, but I do have aux oil and diff cooling in the queue this winter.
I bookmarked this pressure map of a Miata hood: The pressure gradients and distribution are similar on every similar pressure map (regardless of model) I've seen. Pressure is negative on the forward third, increasing aft until the base of the windshield / cowl intersection. This is why cowl induction works. Pressure also generally falls when moving from the hood centerline towards the left and right sides. Interesting to see how the "power bulge", similar to the M3, actually creates lift in the local region. I agree with your conclusion - locating the vents in the forward third, directly aft of the radiator exhaust ought to enhance both cooling efficiency and downforce. Even more so with radiator ducting. Sadly, there's very little room to fit a radiator duct in between the fan and the front of the motor. I bought these functional vents today. They measure 10" x 10" x 6", and come with AL screens. Based on your data, and similar pressure maps, I'll locate the pair directly aft of the underhood bracing, or simply "re-engineer" the brace to fit.
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2011 6MT RWD ClubSport Wagon | 3,185lbs | 1 of 149 ZSPs delivered in North America
Outside: BMW M-Aero, Euro region lighting, Seibon | Inside: M3 cockpit, Recaro SPG, Prototipo, AutoSolutions SSK, UCP | Stop: M3 ST-40R, PFC | Grip: Solid-mounted subframes, rear coilover conversion, M3 Nitron R3, Hyperco, SPL, AKG, ARC8 | Go: StageFP, CF snorkel, 3IM, MILVs, SuperSprint headers, Dundon Motorsports Inconel exhaust, VoltPhreaks | Cool: CSF | PCA #2018100384 | BMW CCA #505794 |
12-05-2016, 02:34 PM | #36 |
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Sourced from Anvil Auto, camaro 70-81:
http://anvilauto.com/products/camaro...ood-vents.html The vents were delivered a couple of days ago. The fab and finish quality far exceeds my expectations. I'm looking forward to cutting holes in the hood and having these installed in the position marked on page 1, behind the red line, similar to (but slightly fore) the DBS, optimized for heat extraction from the radiator exhaust. I expect improved cooling and less front end lift. Will need to buy a manometer to verify.
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2011 6MT RWD ClubSport Wagon | 3,185lbs | 1 of 149 ZSPs delivered in North America
Outside: BMW M-Aero, Euro region lighting, Seibon | Inside: M3 cockpit, Recaro SPG, Prototipo, AutoSolutions SSK, UCP | Stop: M3 ST-40R, PFC | Grip: Solid-mounted subframes, rear coilover conversion, M3 Nitron R3, Hyperco, SPL, AKG, ARC8 | Go: StageFP, CF snorkel, 3IM, MILVs, SuperSprint headers, Dundon Motorsports Inconel exhaust, VoltPhreaks | Cool: CSF | PCA #2018100384 | BMW CCA #505794 Last edited by tetsuo111; 12-05-2016 at 02:42 PM.. |
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12-11-2016, 03:06 PM | #37 |
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Cut those holes yet? Need to borrow a can opener?
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12-11-2016, 05:34 PM | #38 |
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Lol - I really want to do this one myself, for the simple joy of cutting sheet metal. At the same time, my responsible inner-voice recommends finding an adult with skills since any blunder will be front and center visible. Also need to decide whether to "modify" the under-hood bracing to locate the Anvil vents further forward to a lower-pressure zone.
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2011 6MT RWD ClubSport Wagon | 3,185lbs | 1 of 149 ZSPs delivered in North America
Outside: BMW M-Aero, Euro region lighting, Seibon | Inside: M3 cockpit, Recaro SPG, Prototipo, AutoSolutions SSK, UCP | Stop: M3 ST-40R, PFC | Grip: Solid-mounted subframes, rear coilover conversion, M3 Nitron R3, Hyperco, SPL, AKG, ARC8 | Go: StageFP, CF snorkel, 3IM, MILVs, SuperSprint headers, Dundon Motorsports Inconel exhaust, VoltPhreaks | Cool: CSF | PCA #2018100384 | BMW CCA #505794 |
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12-11-2016, 06:47 PM | #39 |
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I was wondering if the structural supports on the underside of the hood would interfere with your preferred location. Sounds like they do? I would go after that hood with a die grinder and a cut off wheel.
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07-30-2017, 11:55 AM | #40 | |
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08-05-2017, 09:43 AM | #41 | ||
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I will do the project on the next car, but have many more urgent things vying for attention first.
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2011 6MT RWD ClubSport Wagon | 3,185lbs | 1 of 149 ZSPs delivered in North America
Outside: BMW M-Aero, Euro region lighting, Seibon | Inside: M3 cockpit, Recaro SPG, Prototipo, AutoSolutions SSK, UCP | Stop: M3 ST-40R, PFC | Grip: Solid-mounted subframes, rear coilover conversion, M3 Nitron R3, Hyperco, SPL, AKG, ARC8 | Go: StageFP, CF snorkel, 3IM, MILVs, SuperSprint headers, Dundon Motorsports Inconel exhaust, VoltPhreaks | Cool: CSF | PCA #2018100384 | BMW CCA #505794 |
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08-10-2017, 12:15 AM | #42 | ||
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08-10-2017, 08:55 AM | #43 | |
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08-10-2017, 10:00 AM | #44 | |
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