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Re: SVX Engine cooling "Again & Again"
Harvey:
I don't really think I am endangering the engine. I will be taking it sort of easy the first few track days as I get reacquainted with the car. I will be on the look-out for the familiar overheating behavior. I also intend to observe a 6800 rpm redline, for the foreseeable future. I will also be running an Sti radiator cap, and will have both fans running continuously controlled by the Hydra. As I understand it, removing the T'stat from the pump inlet increases the pump inlet to at least 33mm (from 29mm), so there is an improvement there. I've also learned how to purge air from the cooling system, so that problem which caused some of my woes early on will no re-appear.
Trevor:
I have to say that half the time, I don't understand what you are saying. Separated by a common language and all that. The other half of the time, I think I disagree with you. One thing I am convinced of is that the overheating problem is localized boiling, caused by unbalanced circulation through the block and heads, or by a temporary vapor lock of the pump caused by cavitation at the pump inlet, or by leaking head gaskets.
With my new engine, we can rule out the last one. Jack's experience and Tony's experience give contrary evidence concerning the first two causes. Given that Jack is running an electric fuel pump, his problem must be unbalanced flow. Tom's new crossover should solve that problem for me. Tony's problem was obviously caused by cavitation. Moving the T'stat to the radiator inlet should go a long way toward helping that problem. I also want to spend some time with the overflow tank to make sure it doesn't allow air into the system on cooldown.
In any event, I have no idea what point of view you are bringing to this discussion. Rather than try to decipher your posts, I mostly ignore them.
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95 LS-i Red, 31,xxx; bone stock for now; Daily Driver
94 LS-i Emerald Pearl, 106,xxx,; 246 whp; Tomyx snorkus and HKS Cold air intake; PWR aluminum radiator, silicone hoses; Inline thermostat; enhanced coolant routing; external power steering and oil coolers; Phenolic intake manifold spacers; 2004 WRX 5 speed transmission; ACT Clutch Kit, Heavy Duty Pressure Plate, Lightweight flywheel, performance disc; Group N motor mounts; ‘07 WRX 4-pot front calipers, cryo-treated slotted Tribeca rotors; Hawk HPS ferro-carbon pads; Frozenrotor rear slotted rotors; SS brake lines, Axxis Ultimate pads; Rota Torque 17x8 wheels; 245/40-17 Bridgestone RE01-R's; Koni inserts with Ground Control coilovers, Eibach springs; K-Mac camber/caster adjustable strut mounts; Urethane swaybar bushings; Bontrager rear sway bar; Urethane differential bushing; Custom Whiteline adjustable rear lateral links; Outlaw Engineering forged underdrive pulley; custom grind Web intake and exhaust cams (11 mm lift, 250° duration); solid lifters; CP custom aluminum forged 11 to 1 pistons, Brian Crower coated SS intake & exhaust valves; Brian Crower upgraded springs w/ titanium retainers; NGK sparkplugs; RallyBob (Bob Legere) ported and polished cylinder heads; Eagle H-beam rods; ACL Bearings; Cometic Head gaskets; ARP head studs & fasteners; Hydra Nemesis EMS; Wideband O2 sensor; 740cc Injectors; Walbro 255lph fuel pump; Upgraded WRX starter; Equal length SS headers (3 into 1); dual Magnaflow cat converters; 2 into 1 into 2 SS exhaust with Bullet muffler; OT Fiberglass hood; Oil pressure gauge; Programmable shift light,
2017 Subaru Forester XT, metallic dark gray, 29,xxx
2005 Porsche 911 Turbo S Cabrio, 24,xxx
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92 LSL Dark Teal, Smallcar Shift Kit - sold
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