I'm running a 2.4L LE5 with a Cobalt supercharger on my Miata time attack car. I'm looking to improve the supercharger cooling system and figured I would ask the experts here.

I'm currently running a ZZP heat exchanger (standalone) with dual-pass. The ZZP was tapped on the left side (when facing the car) to add an expansion tank, a very small expansion tank. I'm running dual pass and using a Pierburg pump. Looking at the image below I don't have the other line coming from the surge tank that feeds towards the pump intake, represented in my first image as a dotted red line. That's easy enough to add. Seems a T fitting before the intake on the pump back to the expansion tank would do. What exactly does that line provide?

For those of you that measure IAT what kind of numbers do you see?

I was also looking at option B, which I understand, and correct me if I'm wrong, makes bleeding the system easier, but that requires tapping the intake manifold, correct?

What about separate flow through larger tanks for running dry ice etc? Again, I just need to keep heat soak at bay. Don't need hours as it's just time attack not endurance racing. I could add a second ZZP or remove my ZZP and add another larger heat exchanger from a different company.

My main goal here is to reduce heat soak enough when I'm set to go for a fast lap. I'm looking also at heat exchanger sprayers, and water meth. I'm making decent power, it's not really about power but power consistency and preventing heat soak. I'm currently making,270hp/270tq.

What would the Cobalt experts suggest in this case?

I can't get images to load inline or attach for some reason, here are some links:

Cooling system diagram:
Tiny Expansion Tank:

Engine and Car **** so you know what the car looks like:



I will be making a box for my intake and extending it away from the supercharger.




Cheers

Paul

 

I'd guess that tank is kinda an opt b without the ability to return fluid to the system.

It will bleed better at the intake manifold, but it's not necessary as the GM kit has it come from the top of the factory heat exchanger.

I would try to open up your front bumper for more air to enter the heat exchanger.

Given it's a track dedicated car, I'd lean toward an ice box on the passenger side floor. With flow going pump to heat exchanger to ice box to intake manifold. You'll get some additional coolant volume out of it as well. Are you running a high water dexcool mix? (like 20% dexcool)

 

Thanks for the reply, not sure what coolant I'm running right now, had the Ecotec Miata shop do the work given the level of fabrication needed to get the supercharger in and clearing the firewall.

I like your tank idea, and will certainly look into that as an option, getting it to the passenger floor might be difficult, but I'm sure I could find somewhere for it.

Do you think that return line to the expansion/bleeder tank adds much value? Relatively easy for me to add and if I look at adding the tank it might be one of those "might as well do it" type things."

Cheers,

Paul

 

My understanding of the return line on GM's opt b is to allow the air leave the system without creating a vacuum, so the fluid can fill the space the air was occupying. I forget if the return line goes pre pump or post pump, I think there are a few diagrams around showing the setup (or someone with a better memory than mine will chime in)

 

Here's how ZZP sets theirs up: http://s3.amazonaws.com/zzpstorage/i...B+Kit+revB.pdf

Cliff notes: dual pass setup, drill and tap the I/M and put a barbed fitting on it.

IIRC, the Griffin H/E had a bleed fitting on top of it that was meant to be used for the Option B to surge tank connection. I think I remember PRS recommending a restrictor be used with it, as well. I know a lot of the better Audi S4/S5 H/E's use a similar system with the bleeder mounted on top.

 

ZZP has the Phenolic Spacer to help keep engine from heat soaking the intake, juat a thought