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That combined with Ao and Cmin, smaller heat capacity rate, should be enough to calculate NTU. For proof of this check my previous quote on the site, Engine heat rejection is about 1/3 max engine power . the point where they meet is the rate that the fan wil pull air through. Jenner Collins01-04-2007, 03:43 AMHi Nitesh, We did our testing by actually making a test duct and running the car on track on a very simple circuit where driver influence would be minimal. This buffer can be sized to a specific amount of running time - say, an autocross lap - before the system reaches an overheat state. If it has the larger rectangular oil cooler (like the F2) there may be some fabrication tasks to convert it. Also, the fins are extended to the headers: all the air that fan is sucking through has to pass through the fins. 1 Turn on Javascript 2 Clear your cache and cookies 3 Make sure youre up-to-date 4 Try a different browser Still having trouble? Get help. The NASCAR quote is a bit extreme, i doubt many / any fsae teams have the resources and funds to make a formula student rad, an fsae rad and an fsae-a rad. We tested a 10"x12"x1" with a 75%(of rad frontal area) duct and it worked fine. If you have scoops ducting the air then it would depend on the duct orientation and bends. The driver lies down in BR-4: the fuel tank fills the space under his back, and the radiator then fills the gap between the fuel tank and the crankshaft. Can someone suggest me that how can i found air flow rate, remember i am using electric fan which is operated by thermostatic switch. It rejects the heat of the bike running at over 110BHP, it will reject enough heat for your application. I was a bit lost until I found this book. If you don't have or want to use the stock radiator, ATV radiators work well.

I've been reading the forums for a while and i get lost easily on all the terms u guys use. BStoney12-14-2002, 04:47 PMI could use some insight also. There may be some helpful equations in there for you.here is the link Ya.but how do u deal with the area since that what we're designing for?. and you should preferably do the testing before the dyno, and use the unit on the dyno. Now the thermostat full valve opening temp of our engine is 95 deg celsius. We had a 150g hiking water bottle, I looked all over Iowa, USA when I was on holiday for an aluminium beer can but apparently they cant legally sell beer cans that big so I bought a steel 1 litre beer can at sainsburys weighing in at 100g then a teamate brings in a 50g shampoo bottle that gets soft at 120degrees C but still has some strength so our supervisor says to go with that. After that, do a couple hand calcs just to see what kind of size range you're going to need a radiator in, include an appropriate safety factor, and go. Pennyman05-31-2009, 02:04 AMWe basically used the stock engine (f4i) setup as a baseline, and took water temps before and after the radiator with no forced convection (no fan) as a worst case scenario. How many universities use the original engine radiator? Leida Monterrosa F-SAE USB www.formulasaeusb.com ( . BR-5 uses the Davies Craig Booster Pump ( not the much heavier - but more powerful - water pump, therefore our flowrates are real slow. This means sealing around the edges of the radiator so no leakage occurs. PERIOD I'm not fully understanding the logic here. NovaCat200502-23-2005, 02:45 PMI was just wondering, why not run the radiators in parallel? This would make the inlet temperatures the same at each rad. 24365d85ca

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