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go to http://www.roadraceengineering.com/eclengine.htm they have a good assortment of different size fans for a good price...DavidOS wrote:how much room does a slim line fan save you ?
and also take out the aircon shoudl give you another inch or 2 forward
Probably not much, unless you get a push type and mount in front.DavidOS wrote:how much room does a slim line fan save you ?
That looks like it would definitely fit a 4 cyl - wonder if anyone has tried ...jschrauwen wrote:
It's been done already by a guy that has done a B5-ZE swap. He pretty much bolted on an existing off the shelf kit from a company in the L.A. area that uses that same type of Eaton compressor. The only thing he fabricated was piping down to FMIC and back up to the intake manifold that wasn't even an option from the original manufacture. The last time I saw him last summer he was laying down between 166-168whp with 8psi.ariesdude wrote:jschrauwen wrote:
That looks like it would definitely fit a 4 cyl - wonder if anyone has tried ...
Considering that every 4 cyl (i have seen) is turbo pretty much - it would be really unique to have a SC 4cyl....
If you are going to remove the A/C. There is another option that I was working on back in late 1998. In my collection of machining blueprints and designs I have a complete bolt-on S/C kit designed in conjunction with several companies. It uses a compact European made industrial S/C that is just slightly larger that the OEM A/C compressor and is capable of supporting a 2.5L up to the 325-350hp mark with the right pulley ratio. In fact it just bolts up to the bosses for the A/C compressor and uses a slightly shorter accessory belt to drive the compressor and alternator. At the time the only preventing production of this kit was the oil drain on the compressor was lower the oil level in the oil pan. Later it was found that the engine oil didn't entered the S/C from the block at to high of temp for the S/C to be reliable. ATF was a better lubricant but the only sources of pressurized ATF in a MX-3 is the ATX or the P/S pump. No one involved in the project had a car with a ATX and the reservoir for the P/s was above the S/C outlet. After that the principles either sold there cars or lost interest by the spring of 2000. Recently I was looking into redeveloping the design for the FS-DE and possible the L3-VE. Over the years it seems that the S/C has also been retrofitted with its own built in lubrication system so there is none of the old placement issues that I had with the K series engines. Unfortunately the drawing and R & D photos where part of a commercial project. In the intervening years the potential sales numbers have dropped off significantly make it unlikely to recuperate even the development cost at a price people would be willing to pay these days.jschrauwen wrote:Saw this on Probetalk and thought I'd ask for a little speculation as to the possibility of it's fitment. Specifically, the space required between front VC and the front frame/rad top plate. Of course the rad would have to be replaced with an alternative and relocated further forward as well, the AC would also have to be removed. Your thoughts....