You're the new Gene Berg , I'm a fan ! I never "accidently" stomp my gas pedal,lol. That fan looks time consuming to make . Nice work! Gotta get one soon
Thanks. That's quite a compliment. The fan does take awhile to print, and it took a long time to develop it for the best performance with the least amount of power consumption that's for sure. I made a lot of prototypes, that's for sure ;-)
This looks like an amazing break through giving the trials you have experienced. Will the engine respond similar on deceleration given the less rotating mass? Much like a lightweight flywheel does to an engine also? I would imagine inertia plays a hand in the concept and curious for those who may use both lightweight systems as an engine combo. Your thoroughness should be applauded. Thank you.
The weight savings is even more than the original, which kind of surprised me, but there was only so much I could do with the geometry of the original to save weight based on having too thin walls, and the need to have draft angles for injection molding. I don't have to do that with 3D printing. For someone that is using both a lightweight flywheel and this lightweight fan, the throttle response will be tremendous. I actually had a customer of the original fan tell me that he had to relearn how to drive his car, because the throttle response was so good. Makes taking off in first gear without revving the engine to the moon a bit more difficult ;-)
@@MOESPEED2002 They are not balance, but based on the fact that they only weigh 227 grams, it's not really necessary. The heavier the part is, the more balancing is needed, but the stresses from any imbalance there might be, which would be really small given that it's 3D printed, and the geometry is 100% uniform, won't be high enough to cause any problems with the fan, or the alternator/generator it's attached too.
@@andrigsaircooledtechnology That is why I am curious about the customer reference and what that means. Any engine I have driven that has LW rotating mass is responsive and sensitive to throttle input. My best reference is driving a Petrol vehicle vs an EV (the need to stay on partial throttle for smoothness). Just curious if you have had personal experience to how exagerated this sensation may be and could elaborate on it. You have been so thourogh with this project and your personal touch would speak volumes. I guess I am just looking for more of a real world driving situation as opposed to an engine bench, given your kind of detail oriented input and diligence. Excellent work and much appreiciated. Thanks.
@@MOESPEED2002 I actually haven't driven my car with it, just my test engine. I have tested these fans enough on my test rig, driven by an electric motor, and what happens there is exactly what happens in a running engine. When you turn the power on, the fan takes almost no time to spin up, and the amp draw on the electric motor only spikes for a really short time. When I do the same tests with OEM fans, it takes a good three times longer for the fan to spin up, and the high amp draw on the electric motor is prolonged until it finally reaches the RPM limit of the electric motor. The reason I haven't driven my own car with it, is that I have it torn apart and haven't had any time to put it back together to drive it. It sitting under a car cover. With moving, both personally and the business, and getting the business going again, and a lot of product development tasks, I simply don't have the time to devote to getting my car back together. I haven't felt a big need to do it either, as I know from the first generation how it feels, and the new one is even lighter.
Will you make that front fan velocity stack for the smaller 6 volt/12 volt 90mm generators... also that Highly optimize Velocity stack will work with a porsche 356/ 912 linkage so its usefull if some one does that linkage setup ...and also why dont you make a velocity stack that bolts to the back of the shroud like the front ....
I will make the front fan velocity stack for the 90 mm generators, but for the Porsche 356 and 912. I'm not planning, unless there is enough demand to do it for the 36 hp and older VW Type 1 engines. In terms of the rear inlet, it doesn't need a velocity stack. The design of the fan itself acts as a velocity stack, so I chose to just keep it simple, and not add more to the cost, and manufacturing of the shroud, since I make them by hand.
@andrigsaircooledtechnology when I mentioned the 356/912 I'm taking about the linkage the porsche linkage can be adapted to the vw fan shroud it bolts to the back of the shroud with the porsche 356/912 linkage you could use your Highly Optimize Velocity stack the one that you said you'd interfere with the linkages....
@@jerrygomezjr601 Oh, I see. Well, I haven't really seen any difference in airflow with the low profile velocity stack. It seems to perform relatively the same. What I did is still based on a highly CFD optimized velocity stack, just a different style that can be a lot more compact.
@andrigsaircooledtechnology your shroud/ fan set up reminds me of the the vw / porsche type 367 aka vw Petermax muller engine they used this type of double fan shroud idea on a vw 25hp 1100cc hemi heads back in 1947 or so ....
@@jerrygomezjr601 Actually, the Porsche Type 547 engine that they developed for Formula 1 was my inspiration to try it out. For the longest time I just couldn't see how to do it on a standard fan shroud design, but one night I had a dream about it, and in the dream I cam up with a design. When I woke up in the morning, I went straight to my computer and started the design. In the next two days I was test fitting the first prototypes. Sometimes sleeping on things is a great way to solve a problem.
I've been curious: will the 22% increase of air being flowed by the dual inlet fan potentially lead to a minor starvation effect on the engine intake of air?
That's a good question, and will really depend on your engine bay. Decklid stand-offs might be required for some engine/car combinations. With the late model decklid on Beetles and Karmann Ghias I believe there is enough ventilation to cover both the increased air intake of the fan and the intake air needs of the engine, even a really large one. With a monster engine that is natually aspirated with some really nice flowing heads is only going to consume about 800 to 1,000 CFM at peak RPM. Most of the time it's going to be consuming 250-400 CFM. That's not very much compared to the fan shroud. With a turbo engine, the intake air is outside the engine bay (or should be if it is a completely enclosed car), so there is no issue there at all. For early cars, that don't have as much engine bay ventilation I would recommend either decklid stand-offs or using a convertible decklid.
@andrigsaircooledtechnology I thought of another question lol, sorry! Has this fan set up undergone any endurance testing? Sustained 3200 -3600 rpms over extended period of time/distance?
Hey thanks for all the hard work and explaining. Can this fan and front and back shroud fitments be used on a stock shroud or is it only for your shroud? Thanks!
It can only be used in my fan shroud as it won't fit in an OEM or aftermarket fan shroud. I am developing version for Doghouse and early VW/Porsche 356 fan shrouds though. Keep watching here or my business Facebook page, as I'll announce the availability fairly soon. This next week I'll be doing some final airflow testing on those to get them ready.
Probably get back to the a-arm front suspension. Although I might create a heater version of the Evolution Two shroud first, but you really wanted to know what was next besides cooling systems ;-)
You're the new Gene Berg , I'm a fan ! I never "accidently" stomp my gas pedal,lol. That fan looks time consuming to make . Nice work! Gotta get one soon
Thanks. That's quite a compliment. The fan does take awhile to print, and it took a long time to develop it for the best performance with the least amount of power consumption that's for sure. I made a lot of prototypes, that's for sure ;-)
A "fan" for this kind of product is well appropriate! ☺
This looks like an amazing break through giving the trials you have experienced. Will the engine respond similar on deceleration given the less rotating mass? Much like a lightweight flywheel does to an engine also? I would imagine inertia plays a hand in the concept and curious for those who may use both lightweight systems as an engine combo. Your thoroughness should be applauded. Thank you.
Also, how are these balanced? Thanks.
The weight savings is even more than the original, which kind of surprised me, but there was only so much I could do with the geometry of the original to save weight based on having too thin walls, and the need to have draft angles for injection molding. I don't have to do that with 3D printing. For someone that is using both a lightweight flywheel and this lightweight fan, the throttle response will be tremendous. I actually had a customer of the original fan tell me that he had to relearn how to drive his car, because the throttle response was so good. Makes taking off in first gear without revving the engine to the moon a bit more difficult ;-)
@@MOESPEED2002 They are not balance, but based on the fact that they only weigh 227 grams, it's not really necessary. The heavier the part is, the more balancing is needed, but the stresses from any imbalance there might be, which would be really small given that it's 3D printed, and the geometry is 100% uniform, won't be high enough to cause any problems with the fan, or the alternator/generator it's attached too.
@@andrigsaircooledtechnology That is why I am curious about the customer reference and what that means. Any engine I have driven that has LW rotating mass is responsive and sensitive to throttle input. My best reference is driving a Petrol vehicle vs an EV (the need to stay on partial throttle for smoothness). Just curious if you have had personal experience to how exagerated this sensation may be and could elaborate on it. You have been so thourogh with this project and your personal touch would speak volumes. I guess I am just looking for more of a real world driving situation as opposed to an engine bench, given your kind of detail oriented input and diligence. Excellent work and much appreiciated. Thanks.
@@MOESPEED2002 I actually haven't driven my car with it, just my test engine. I have tested these fans enough on my test rig, driven by an electric motor, and what happens there is exactly what happens in a running engine. When you turn the power on, the fan takes almost no time to spin up, and the amp draw on the electric motor only spikes for a really short time. When I do the same tests with OEM fans, it takes a good three times longer for the fan to spin up, and the high amp draw on the electric motor is prolonged until it finally reaches the RPM limit of the electric motor. The reason I haven't driven my own car with it, is that I have it torn apart and haven't had any time to put it back together to drive it. It sitting under a car cover. With moving, both personally and the business, and getting the business going again, and a lot of product development tasks, I simply don't have the time to devote to getting my car back together. I haven't felt a big need to do it either, as I know from the first generation how it feels, and the new one is even lighter.
Will you make that front fan velocity stack for the smaller 6 volt/12 volt 90mm generators... also that Highly optimize Velocity stack will work with a porsche 356/ 912 linkage so its usefull if some one does that linkage setup ...and also why dont you make a velocity stack that bolts to the back of the shroud like the front ....
I will make the front fan velocity stack for the 90 mm generators, but for the Porsche 356 and 912. I'm not planning, unless there is enough demand to do it for the 36 hp and older VW Type 1 engines. In terms of the rear inlet, it doesn't need a velocity stack. The design of the fan itself acts as a velocity stack, so I chose to just keep it simple, and not add more to the cost, and manufacturing of the shroud, since I make them by hand.
@andrigsaircooledtechnology when I mentioned the 356/912 I'm taking about the linkage the porsche linkage can be adapted to the vw fan shroud it bolts to the back of the shroud with the porsche 356/912 linkage you could use your Highly Optimize Velocity stack the one that you said you'd interfere with the linkages....
@@jerrygomezjr601 Oh, I see. Well, I haven't really seen any difference in airflow with the low profile velocity stack. It seems to perform relatively the same. What I did is still based on a highly CFD optimized velocity stack, just a different style that can be a lot more compact.
@andrigsaircooledtechnology your shroud/ fan set up reminds me of the the vw / porsche type 367 aka vw Petermax muller engine they used this type of double fan shroud idea on a vw 25hp 1100cc hemi heads back in 1947 or so ....
@@jerrygomezjr601 Actually, the Porsche Type 547 engine that they developed for Formula 1 was my inspiration to try it out. For the longest time I just couldn't see how to do it on a standard fan shroud design, but one night I had a dream about it, and in the dream I cam up with a design. When I woke up in the morning, I went straight to my computer and started the design. In the next two days I was test fitting the first prototypes. Sometimes sleeping on things is a great way to solve a problem.
I've been curious: will the 22% increase of air being flowed by the dual inlet fan potentially lead to a minor starvation effect on the engine intake of air?
That's a good question, and will really depend on your engine bay. Decklid stand-offs might be required for some engine/car combinations. With the late model decklid on Beetles and Karmann Ghias I believe there is enough ventilation to cover both the increased air intake of the fan and the intake air needs of the engine, even a really large one. With a monster engine that is natually aspirated with some really nice flowing heads is only going to consume about 800 to 1,000 CFM at peak RPM. Most of the time it's going to be consuming 250-400 CFM. That's not very much compared to the fan shroud. With a turbo engine, the intake air is outside the engine bay (or should be if it is a completely enclosed car), so there is no issue there at all. For early cars, that don't have as much engine bay ventilation I would recommend either decklid stand-offs or using a convertible decklid.
@@andrigsaircooledtechnology Thanks!!
@@jp1891 You're very welcome.
@andrigsaircooledtechnology I thought of another question lol, sorry!
Has this fan set up undergone any endurance testing? Sustained 3200 -3600 rpms over extended period of time/distance?
@@jp1891No problem. Yes, the fan went through torture testing on my test engine. Up to 8,000 RPM, and everything in between.
Hey thanks for all the hard work and explaining. Can this fan and front and back shroud fitments be used on a stock shroud or is it only for your shroud? Thanks!
It can only be used in my fan shroud as it won't fit in an OEM or aftermarket fan shroud. I am developing version for Doghouse and early VW/Porsche 356 fan shrouds though. Keep watching here or my business Facebook page, as I'll announce the availability fairly soon. This next week I'll be doing some final airflow testing on those to get them ready.
@@andrigsaircooledtechnology Awesome..thank you. Look forward to it!
@@scottiencaliNo problem at all.
So, whats nect on the development front besides cooling systems?⁸
Probably get back to the a-arm front suspension. Although I might create a heater version of the Evolution Two shroud first, but you really wanted to know what was next besides cooling systems ;-)