Cutting it would only allow heat soak going straight directly to the core rather than onto the surface of the shroud and dissipate its heat from the exhaust piping being so close. The flat surface of the shrouds sits just over a half inch away from the core (as far away as I could get it) allowing the air to go only through the fan with the space limitation. My fan draws air across the entire surface of the core. Also I used some heat resistant aluminum tape to seal the fine gap around the shroud to rad to make it air tight. Here's mine I made, half inch clearance, had to offset the fan to clear the my turbo 3" down pipe but zero cooling issues. Maybe your slimfan and shroud is just not sealed tight enough to the rad and is leaking too much or it's too close to the core? What "alloy" did you use.I hope aluminum. And make sure the shroud is sealed all around to the rad core or it will be inefficient causing not as much heat to not be drawn through the rad. You need at least a half inch clearance from the core, use a appropriate size fan (cfm's equal or greater than stock) depending on your motors needs if stock or not. The aluminum shrouds work great if it was made right and sealed to the core. So yes that's why your temps are increasing, try and put a plastic shroud back on there, that's why the honda engineers picked plastic for that situations.lol, pretty sure they used a heat resistant, durable plastic because it was Cheaper, easy to mold and wouldn't damage the rad core being mounted on the face. The factory is a plastic type (plastic composite) shroud which is slow in absorbing heat. With that said, think about an aluminum material fan shroud, that will absorb the heat so of course the temps would be rising. Celsius would make more sense as 82c equals around 180 Fahrenheit. If you're curious, Google heat exchangers and thermodynamics.a wealth of information and explanations.Do you mean 82 degrees fahrenheit? Or do you mean celsius. The principles are directly related to the fundamentals of thermodynamics. In all regards, surface area of the heat exchanger is paramount along with velocity of the exchange media and its volume and the temperatures involved, both the incoming and exiting temperatures of both streams. Gas to liquid (automotive cooling systems) and liquid to liquid (chemical process ) as in Alpha-Laval plate type exchangers with 2 different liquid streams. The other types of heat exchangers are: gas to liquid and liquid to liquid. The another life time, I use to design high temp heat exchangers, specifically gas to gas in heat recovery systems, using exiting waste gas to preheat incoming gas process streams, as in unfired pressure vessels, but using ASME methods. Thank you for your email and link.interesting. I have solid lifters so need to run a hi-zinc oil. I reduced the weight finding oil pressure more in range with what it should be. This kind of racing oil, by some oil gurus, is strictly for racing, not street driving. I was sold on heavier weight ‘racing’ oil and noticed the oil pressure always super high. At the advice of a friend, I added a product ‘Water-Wetter’ and add some of this when needing to add to the rad maybe once a season.Īnother odd thing, doing all sorts of research, is higher vis oils can create more engine heat. A higher anti-freeze ratio can contribute to more engine heat. Also reduced the anti-freeze to water mix in the area of 70-30 since my car sits in a heated garage during winter anyway. Other tidbits I did included a top-seal over the radiator to direct more air to the engine (an option on my car that it didn’t have w/o AC). I installed a 160-temp thermo as when I drive my car it’s in warmer weather anyway and have the core bypassed. In my case I went from a 4-blade to 7-blade fan and found an OEM shroud. A shroud is usually helpful to direct airflow to the engine. A deeper tunnel can skew the airflow and includes where the fan sets inside of it. After going through some cooling gremlins doing some research on this, some aftermarket shrouds can make things go from bad to worse.
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