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I think an inlet/outlet sensor log would probably tell you about how the system is doing and I'm not sure the flow direction will make much difference at all, honestly. It's interesting to think about using TW as your primary metric since better cooling performance should translate to lower overall water temp even after passing through the engine (assuming the turbo components stay the same). I'm not sure the dyno is the best place to measure cooling performance- you'd probably need to take it to a road course and run several laps to understand any improvements due to airflow and aero considerations that only can exist in that environment (or a wind tunnel if you have access). It's what most race teams do when developing their platforms.

People have been racing turbocharged NSXs for a long time. Honda was the first with their works NSX GT1 cars at LeMans in the mid 90's. That car used a very heavy duty cooling system since it was designed to run in full boost at 650hp for 24 hours in the summer in France. If you look at the car, the radiator is nearly hermetically sealed so that all airflow goes through the core. There is a massive hood vent too, so that hot air exits without disturbing the bottom low-pressure zone under the car. Also, the radiator is mounted at an angle to the front duct, aligning it with the hood vent. None of those design choices are accidents. Honda had access to wind tunnels and as much track testing time as they wanted. That's why you're hearing from several folks here that "Step 1" for a turbo NSX is a big radiator and hood vent.

Check out the GT1 turbo setup. Honda flipped the C30 90 degrees, likely to make turbo routing and cooling easier. Look at those big intercoolers on each side.

[ATTACH=full]197985[/ATTACH]

Here's screen grab from the LeMans class-winner GT2 car, which used the same cooling layout as the GT1 turbo. Notice the angle and mounting of that giant radiator. It's also a bottom-in / bottom-out setup.

[ATTACH=full]197988[/ATTACH]

You can see the coolant lines here, showing the bottom inlet and output. It looks like they ran the oil cooler on the hot inlet side of the radiator.

[ATTACH=full]197987[/ATTACH]

So...big hood vent, big radiator, oil cooler right before radiator. Radiator flow doesn't appear to matter- at least not in a twin turbo LeMans car.

<blockquote data-quote="Honcho" data-source="post: 2091081" data-attributes="member: 18194">I think an inlet/outlet sensor log would probably tell you about how the system is doing and I&#039;m not sure the flow direction will make much difference at all, honestly. It&#039;s interesting to think about using TW as your primary metric since better cooling performance should translate to lower overall water temp even after passing through the engine (assuming the turbo components stay the same). I&#039;m not sure the dyno is the best place to measure cooling performance- you&#039;d probably need to take it to a road course and run several laps to understand any improvements due to airflow and aero considerations that only can exist in that environment (or a wind tunnel if you have access). It&#039;s what most race teams do when developing their platforms.People have been racing turbocharged NSXs for a long time. Honda was the first with their works NSX GT1 cars at LeMans in the mid 90&#039;s. That car used a very heavy duty cooling system since it was designed to run in full boost at 650hp for 24 hours in the summer in France. If you look at the car, the radiator is nearly hermetically sealed so that all airflow goes through the core. There is a massive hood vent too, so that hot air exits without disturbing the bottom low-pressure zone under the car. Also, the radiator is mounted at an angle to the front duct, aligning it with the hood vent. None of those design choices are accidents. Honda had access to wind tunnels and as much track testing time as they wanted. That&#039;s why you&#039;re hearing from several folks here that &quot;Step 1&quot; for a turbo NSX is a big radiator and hood vent.&nbsp; Check out the GT1 turbo setup. Honda flipped the C30 90 degrees, likely to make turbo routing and cooling easier. Look at those big intercoolers on each side.[ATTACH=full]197985[/ATTACH]Here&#039;s screen grab from the LeMans class-winner GT2 car, which used the same cooling layout as the GT1 turbo. Notice the angle and mounting of that giant radiator. It&#039;s also a bottom-in / bottom-out setup.[ATTACH=full]197988[/ATTACH]You can see the coolant lines here, showing the bottom inlet and output. It looks like they ran the oil cooler on the hot inlet side of the radiator.[ATTACH=full]197987[/ATTACH]So...big hood vent, big radiator, oil cooler right before radiator. Radiator flow doesn&#039;t appear to matter- at least not in a twin turbo LeMans car.</blockquote>

[QUOTE="Honcho, post: 2091081, member: 18194"] I think an inlet/outlet sensor log would probably tell you about how the system is doing and I'm not sure the flow direction will make much difference at all, honestly. It's interesting to think about using TW as your primary metric since better cooling performance should translate to lower overall water temp even after passing through the engine (assuming the turbo components stay the same). I'm not sure the dyno is the best place to measure cooling performance- you'd probably need to take it to a road course and run several laps to understand any improvements due to airflow and aero considerations that only can exist in that environment (or a wind tunnel if you have access). It's what most race teams do when developing their platforms. People have been racing turbocharged NSXs for a long time. Honda was the first with their works NSX GT1 cars at LeMans in the mid 90's. That car used a very heavy duty cooling system since it was designed to run in full boost at 650hp for 24 hours in the summer in France. If you look at the car, the radiator is nearly hermetically sealed so that all airflow goes through the core. There is a massive hood vent too, so that hot air exits without disturbing the bottom low-pressure zone under the car. Also, the radiator is mounted at an angle to the front duct, aligning it with the hood vent. None of those design choices are accidents. Honda had access to wind tunnels and as much track testing time as they wanted. That's why you're hearing from several folks here that "Step 1" for a turbo NSX is a big radiator and hood vent. Check out the GT1 turbo setup. Honda flipped the C30 90 degrees, likely to make turbo routing and cooling easier. Look at those big intercoolers on each side. [ATTACH type="full"]197985[/ATTACH] Here's screen grab from the LeMans class-winner GT2 car, which used the same cooling layout as the GT1 turbo. Notice the angle and mounting of that giant radiator. It's also a bottom-in / bottom-out setup. [ATTACH type="full"]197988[/ATTACH] You can see the coolant lines here, showing the bottom inlet and output. It looks like they ran the oil cooler on the hot inlet side of the radiator. [ATTACH type="full"]197987[/ATTACH] So...big hood vent, big radiator, oil cooler right before radiator. Radiator flow doesn't appear to matter- at least not in a twin turbo LeMans car. [/QUOTE]

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