Option B with flowthrough tank vs expansion tank
09-11-2011, 07:12 PM
#76
Yup, you have to route it correctly such that there are no high spots to get the air trapped. Its why going dual pass is worrying me in the back of my head. and why I'm considering running 1 in and 2 outs on it. And why with my cx racing intercooler I'm going to fill the intercooler from its own filler then fill the rest of the system (because the idiot who designed it didnt put the inlets and outlets in the correct spots)
09-11-2011, 07:28 PM
#79
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That setup makes no sense at all. It should be, reservoir to pump, to bottom of aftercooler, from top of after cooler to bottom of intake manifold. From top of intake manifold back to the reservoir. Why would you put the pump at the hottest part of the system? No wonder pumps fail so often on here.
09-11-2011, 07:52 PM
#80
makes no sense? I guess you know more than the engineers that designed the ecotec. oh well.
btw the stock he is dual pass. do u know what this means? I am asking because its clear to me that folks not understanding stuff leads to the misinformation I see here. This diagram is found in all dual pass endplate kits sold by GM
btw the stock he is dual pass. do u know what this means? I am asking because its clear to me that folks not understanding stuff leads to the misinformation I see here. This diagram is found in all dual pass endplate kits sold by GM
09-11-2011, 08:09 PM
#82
I will say one more thing before I gtfo of this thread. I had a customer with a RAW front mount and a weird plumbing deal with stock 4 pass laminova. I installed a race griffin for him but there was no time and I had no extra hoses on a Saturday, to re do his plumbing from the way the RAW folks did it, other than just joining the frontmount hoses ( we took the RAW front mount off.)
it was plumbed backwards. Would have pleased you.
the IAT 2 were silly.
Plumbed it right the following week with some new hoses.
IAT 2 were good.
thats all
it was plumbed backwards. Would have pleased you.
the IAT 2 were silly.
Plumbed it right the following week with some new hoses.
IAT 2 were good.
thats all
09-11-2011, 08:52 PM
#83
That setup makes no sense at all. It should be, reservoir to pump, to bottom of aftercooler, from top of after cooler to bottom of intake manifold. From top of intake manifold back to the reservoir. Why would you put the pump at the hottest part of the system? No wonder pumps fail so often on here.
here's mine after 30,000ish miles, dies, opened it up, knocked all the debris out of it from the brushes wearing, popped it back together and it worked just like new
09-12-2011, 12:51 AM
#84
That setup makes no sense at all. It should be, reservoir to pump, to bottom of aftercooler, from top of after cooler to bottom of intake manifold. From top of intake manifold back to the reservoir. Why would you put the pump at the hottest part of the system? No wonder pumps fail so often on here.
Why put the pump from at the hottest part? Well it will have to be sent to the H/E after passing through the IM so heat transfer can occur.. It's not why pumps fail at all. How many times must I say that the coolant in the supercharger system does not get that hot as hot as you think..? In your theory everyone should be burning through water pumps also..
RooTBeeR is correct. The sealed motor plus brushes wearing out = Pump fubar'd. I'm not saying that's the only reason, but the two that have failed (mine and a friend's), both worked after being knocked loose of all the brush debris. We both bought brand new ones anyway, but the point still stands.
Last edited by xxxxsh4d0wxxxx; 09-12-2011 at 01:11 AM.
09-12-2011, 12:58 AM
#85
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It seems like everyone does burn through pumps. Why would you setup a centrifugal pump to try and pull a vacuum? Its not what its good at. Well more aptly it works better the higher the input pressure is, to an extent. And also, why does the option b feed to the higher pressure side of the system. if anything it should be just before the pump, although it needs to also be at the highest point of the system for it to work. So really that whole coolant setup is all funked to heck. It should have a reservoir which should be the highest point. If no reservoir is really needed then it should have the filler neck replaced with a swirl pot so that no option b is required for proper bleeding, then the stock setup would make sense. If you are going to add in an reservoir tank (option b counts even though is not the best) it should be plumbed like I said before in order to maximize the volume flow rate and ability to bleed of the system.
09-12-2011, 03:07 AM
#86
That setup makes no sense at all. It should be, reservoir to pump, to bottom of aftercooler, from top of after cooler to bottom of intake manifold. From top of intake manifold back to the reservoir. Why would you put the pump at the hottest part of the system? No wonder pumps fail so often on here.
09-12-2011, 03:15 AM
#87
^^^^ yes 100%
Both charts done @ sea level with a 3gph spraying 100% methanol.
Completely stock inter cooler setup (fill tube) on a 2.6 m62 pulley.
Also on a 2.6, just a little addition of a blower port. Excuse the knock, gained 3 psi, forgot to adjust afr/timing. Either way it should make Powell's point clear that the stock fmic just dandy.
Why not run best of both worlds? Option B and Euthanasia's expansion tank?
Both charts done @ sea level with a 3gph spraying 100% methanol.
Completely stock inter cooler setup (fill tube) on a 2.6 m62 pulley.
Also on a 2.6, just a little addition of a blower port. Excuse the knock, gained 3 psi, forgot to adjust afr/timing. Either way it should make Powell's point clear that the stock fmic just dandy.
Why not run best of both worlds? Option B and Euthanasia's expansion tank?
09-12-2011, 01:01 PM
#90
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How do you get entrained air out of a closed circuit cooling system? Or heating system with radiators in an old house heating system.? How do you get entrained air out of an engine oil dry sump system?
think about it. Tobe sure there are different answers, but all require some means of getting rid of the air. Just having circulation in the coolant lines wont do it.
An h/e cooling system is no different.
how does the air get 'worked out"?
think about it. Tobe sure there are different answers, but all require some means of getting rid of the air. Just having circulation in the coolant lines wont do it.
An h/e cooling system is no different.
how does the air get 'worked out"?
That is how it appears to work to me
02-20-2012, 12:57 AM
#92
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guess the most efficient set up for a flow thru tank would be to go from laminovas out to flow thru tank then back to the i/c pump in. eliminating the T set up. i cant find a how-to anywhere! im going to do this and hopefully do it right and make a write up. just not sure how to go from the laminovas out connection over to pass side of car without hitting the belt. ill figure it out and i guess just run the 2 3/4 tubes thru the little hole with the washer fluid tank goes in.
03-10-2012, 12:27 AM
#99
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Where do I buy those fittings with the plastic nut and o ring?!?? I tried using pvc 3/4 and epoxy around front and back but I found that that leaked. So not I've got the t connection rigged where the flow thru should be for now lol. Please help! I've tried advanced, autozone, pepboys, and home depot I looked in there pvc isle but nothing! Ill prob go back tomorrow and look harder. Help!!!
03-10-2012, 12:38 AM
#100
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O and I do like that both lines fit right in behind the headlight thru a little hole. Haha. Perfect. And ionninja was right! Run them over upper rad hose. Now just need to know where to buy those fittings..for the time I had it on for a couple mins it was really awesome seeing it flowing thru there haha. Powerful little pump. O and was my stock setup normal? Laminovas out, to t connection, to intercooler, to pump, back into laminovas? That's how it was when I bought the car, but the diagram in this thread shows to pump instead of intercooler