Looks like you will be getting a lot of orders in, sir. There is a channel here called Technical Arvizu, a Mexican VW expert from Houston and they tested your whole system and are recommending it. A lot of people will be ordering. Happy for you, sir!
You happen to be right about that! Another customer shared the video he created with me, and it was a nicely done video showing the assembly, and doing a little airflow test with a piece of paper. It illustrated things very well, and I am very appreciative. My advertising only goes so far. When customers spread the word like he did, that makes all the difference in the world. Thanks.
Hey Andrig. Just read the following from your site “This is the replacement for the original "Lightweight Cooling Fan" for OEM and aftermarket "Doghouse" fan shrouds. The original design was 73% lighter than OEM, but the new design is 81% lighter than OEM”. HOLY COW!!! An 80% weight reduction!?!? Not spinning up all that extra weight has got to have a noticeable affect on throttle response. Are you able to quantify that at all?
I cannot quantify it, but I have had a customer, with the original fan, tell me that he had to learn to drive his car all over again because of the throttle response difference. It's hard to quantify what anyone one person will get, but the math behind the weight difference is simple. You use the exact same percentage less of energy to change the speed of the fan as the weight loss, so it will take 81% less energy or horsepower to change the speed of the fan, compared to an OEM welded fan. If you already have a lightweight flywheel you'll feel it a bit less, but if you have a stock weight flywheel it will probably feel more dramatic. It will definitely be noticeable.
Hi Andrig, I road race a 1300cc Beetle in the UK (126hp@7700rpm) It originally had a serpentine pulley/welded fan combo but this fan exploded (probably due to the 10,000rpm fan speed as a result of the belt not slipping), Once that happened I switched to a CSP Porsche style cooling fan with dry sump sized power pulley. The alloy Porsche style fan and alternator are both crazy heavy and what I was wondering is, my engine has very little torque (max 97lbft@5500-6800, which drops to nuthin below 4500rpm!), so would it benefit (more free revving and less horsepower draw) from a switch to the Evolution Two setup running a serpentine belt and even smaller bottom pulley than the dry sump pulley? Also, can you even ship to the UK? If your fan can survive my type of racing, it'll survive anything. For fun here's me almost finishing a race th-cam.com/video/loDjQb3DYV8/w-d-xo.html
Yes, the OEM fans, even welded and balanced with fly apart at times using a poly v-belt (serpentine) setup, because there is little to no belt slip. I tested the Evolution Two fan at 8,000 RPM on my test engine and it uses a poly v-belt setup, and had no issues at all. I think this is a very good fit for what you are doing, and you'll get better cooling with much better throttle response, since the Evolution Two fans are 81% lighter than an OEM fan. With the smaller pulley you'll still get better cooling because of the RPM your typically turning in this kind of racing, and you will get less horsepower draw. I have shipped quite a few orders to the UK, and I think you would be happy with the setup.
@@andrigsaircooledtechnology That's great and thankyou for getting back to me! I'll have to crash some numbers to work out how small the bottom pulley needs to be....Very very tempted
La cuestion es en que motor lo puedes usar tu producto, si es con generador o con alternador, y dependiendo de los cc del motor, y es carburado o fi. Agradezco tu opinion desde mexico.
El producto se puede utilizar en motores de cualquier tamaño y puede tener carburador o inyección de combustible. El producto también se puede utilizar con un generador o alternador.
Hola, parece un buen producto que va a soportar un buen maltrato. Sería bueno que veas que publiques la posibilidad, qué se puede hacer envíos a países como Sudamérica. Gracias
I did that on my test engine. I have a 230 hp engine on a test stand that I run stress testing on. You can't create extremes like 370 degrees fahrenheit on a test engine, but it was subjected to very high stresses. Based on the way it felt coming out of the oven it didn't feel weaker in my hands. It felt just as strong. What's interesting about these materials, once you have annealed it, as long as you do it properly, the internal structure is changed in such a way that the internal stresses are removed so it's like it's just locked in place. It's very similar to metals.
With all due respect, the part needs to be destructively tested. That is the only real way to find its limits. It needs to be subjected to extremes on both ends of the heat range AND then spun up to, and beyond the proposed operating RPM limit designed for. If it survives that, you can confidently say it is within design specifications. Everything else is just guessing. Again,my comments are with all due respect to the designer.
@@ocavant Sure, but it's not just guessing. The materials properties are well understood by me, and if it exhibits not change in strength when I handled it, then it will be fine in the car. After all, my stressing it in my hands is actually more than the stress of it moving air in the fan shroud. If the fan were to ever reach 370 degrees fahrenheit while your engine was running, your heads would crack, you would drop the seats out, and your valves and pistons would get demolished, because for the fan to ever reach that temperature, your head temperatures would be so high, you'll have destroyed your engine. Very likely head temperatures would be so high that you would suffer from pre-ignition and the combustion will blow right through the piston tops and melt the rings.
Looks like you will be getting a lot of orders in, sir. There is a channel here called Technical Arvizu, a Mexican VW expert from Houston and they tested your whole system and are recommending it. A lot of people will be ordering. Happy for you, sir!
You happen to be right about that! Another customer shared the video he created with me, and it was a nicely done video showing the assembly, and doing a little airflow test with a piece of paper. It illustrated things very well, and I am very appreciative. My advertising only goes so far. When customers spread the word like he did, that makes all the difference in the world. Thanks.
Hey Andrig. Just read the following from your site “This is the replacement for the original "Lightweight Cooling Fan" for OEM and aftermarket "Doghouse" fan shrouds. The original design was 73% lighter than OEM, but the new design is 81% lighter than OEM”.
HOLY COW!!! An 80% weight reduction!?!? Not spinning up all that extra weight has got to have a noticeable affect on throttle response. Are you able to quantify that at all?
I cannot quantify it, but I have had a customer, with the original fan, tell me that he had to learn to drive his car all over again because of the throttle response difference. It's hard to quantify what anyone one person will get, but the math behind the weight difference is simple. You use the exact same percentage less of energy to change the speed of the fan as the weight loss, so it will take 81% less energy or horsepower to change the speed of the fan, compared to an OEM welded fan. If you already have a lightweight flywheel you'll feel it a bit less, but if you have a stock weight flywheel it will probably feel more dramatic. It will definitely be noticeable.
Hi Andrig, I road race a 1300cc Beetle in the UK (126hp@7700rpm) It originally had a serpentine pulley/welded fan combo but this fan exploded (probably due to the 10,000rpm fan speed as a result of the belt not slipping), Once that happened I switched to a CSP Porsche style cooling fan with dry sump sized power pulley. The alloy Porsche style fan and alternator are both crazy heavy and what I was wondering is, my engine has very little torque (max 97lbft@5500-6800, which drops to nuthin below 4500rpm!), so would it benefit (more free revving and less horsepower draw) from a switch to the Evolution Two setup running a serpentine belt and even smaller bottom pulley than the dry sump pulley? Also, can you even ship to the UK? If your fan can survive my type of racing, it'll survive anything.
For fun here's me almost finishing a race th-cam.com/video/loDjQb3DYV8/w-d-xo.html
Yes, the OEM fans, even welded and balanced with fly apart at times using a poly v-belt (serpentine) setup, because there is little to no belt slip. I tested the Evolution Two fan at 8,000 RPM on my test engine and it uses a poly v-belt setup, and had no issues at all. I think this is a very good fit for what you are doing, and you'll get better cooling with much better throttle response, since the Evolution Two fans are 81% lighter than an OEM fan. With the smaller pulley you'll still get better cooling because of the RPM your typically turning in this kind of racing, and you will get less horsepower draw. I have shipped quite a few orders to the UK, and I think you would be happy with the setup.
@@andrigsaircooledtechnology That's great and thankyou for getting back to me! I'll have to crash some numbers to work out how small the bottom pulley needs to be....Very very tempted
@@ianbrown9082 Sounds good. I appreciate the support.
@@andrigsaircooledtechnology Order placed...Keep up the good work
@@ianbrown9082Thanks so much.
La cuestion es en que motor lo puedes usar tu producto, si es con generador o con alternador, y dependiendo de los cc del motor, y es carburado o fi.
Agradezco tu opinion desde mexico.
El producto se puede utilizar en motores de cualquier tamaño y puede tener carburador o inyección de combustible. El producto también se puede utilizar con un generador o alternador.
Hola, parece un buen producto que va a soportar un buen maltrato.
Sería bueno que veas que publiques la posibilidad, qué se puede hacer envíos a países como Sudamérica.
Gracias
Puedo realizar envíos a países de Sudamérica.
Estou no brasil, como faço para poder comprar um exemplar da ventoinha com você?
Você pode comprar através da minha loja online aqui: andrigs.com/
@@andrigsaircooledtechnology perfeito, faz entrega ao Brasil?
outra pergunta, posso usar com venturi ring ou não precisa?
@@avidamecanica Sim.
@@avidamecanica Você pode usá-lo com um anel Venturi, mas é opcional.
Did your tests include putting the fan under any stresses while at temperature? ie, spinning it up
I did that on my test engine. I have a 230 hp engine on a test stand that I run stress testing on. You can't create extremes like 370 degrees fahrenheit on a test engine, but it was subjected to very high stresses. Based on the way it felt coming out of the oven it didn't feel weaker in my hands. It felt just as strong. What's interesting about these materials, once you have annealed it, as long as you do it properly, the internal structure is changed in such a way that the internal stresses are removed so it's like it's just locked in place. It's very similar to metals.
With all due respect, the part needs to be destructively tested. That is the only real way to find its limits. It needs to be subjected to extremes on both ends of the heat range AND then spun up to, and beyond the proposed operating RPM limit designed for.
If it survives that, you can confidently say it is within design specifications. Everything else is just guessing. Again,my comments are with all due respect to the designer.
@@ocavant Sure, but it's not just guessing. The materials properties are well understood by me, and if it exhibits not change in strength when I handled it, then it will be fine in the car. After all, my stressing it in my hands is actually more than the stress of it moving air in the fan shroud. If the fan were to ever reach 370 degrees fahrenheit while your engine was running, your heads would crack, you would drop the seats out, and your valves and pistons would get demolished, because for the fan to ever reach that temperature, your head temperatures would be so high, you'll have destroyed your engine. Very likely head temperatures would be so high that you would suffer from pre-ignition and the combustion will blow right through the piston tops and melt the rings.