Mugen T-Stat and Fan Switch Installed...
#1
Safety Car
Thread Starter
Mugen T-Stat and Fan Switch Installed...
Well... installed both the Mugen T-Stat and Fan Switch (I suppose the fancy packaging for the Mugen T-Stat warrants its ridiculous price!). Anyways... thanks for Scalbert for his pioneering efforts here. It works fine (only need to swap gaskets) and the temp guage sits about 2.5 ticks lower.
#3
Happy CL-S Pilot
I would do it if I live in the south... no good for the NE....
Salbert, how is the gas mileage with this mod?
Damm it!...this fill up if I hit 250-275 miles on full tank that is great... In the summer I hit 360-370 miles..
Salbert, how is the gas mileage with this mod?
Damm it!...this fill up if I hit 250-275 miles on full tank that is great... In the summer I hit 360-370 miles..
#5
Cost Drivers!!!!
Originally posted by Nashua_Night_Hawk
I would do it if I live in the south... no good for the NE....
I would do it if I live in the south... no good for the NE....
Just change it out in the winter and fall That's what i'll end up doing. It's not that difficult to install.
#6
Suzuka Master
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Originally posted by Nashua_Night_Hawk
Salbert, how is the gas mileage with this mod?
Salbert, how is the gas mileage with this mod?
#7
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Originally posted by sidemarker
what are the advantages again?
what are the advantages again?
This stat and fan switch will help keep the coolant at or just below the 180 F mark.
This was shown in a TOV dyno run and supported by my recent runs.
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#8
Safety Car
Thread Starter
What does it do?
Scalbert is dead-on in the purpose for the lower T-Stat/Switch combo.
My thinking is as follows: The factory ECU probably has a pre-set limit as to how much timing it can retard and the degree it can control the A/F ratio. If this wasn't the case we should be able to use NOS or boost right upto the physical (rods/pistons/crank failure) limits of the motor without seeing the effects of detonation or leaning out. What this T-Stat/Switch combo gives us is margin. While using NOS or a forced-induction approach, we give the engine more margin for timing-retard (engine operating temperature will increase while using these power-adders). My motivation in purchasing this is just to give the engine this tad more margin and hope for better operating conditions under boost.
I chatted with Shad Huntley of Comptech Motorsport (he's the technical guru there regarding the S/C's for all their projects). He mentioned that the timing system/knock sense on the CL-S is very effective. He's seen upto 25 degrees of retard just on bad gas! I had quite a few questions to him regarding his S/C approach and why Comptech does not include any timing-retard components with its systems. First off, NONE of their systems boost > 7psi. Also, quote:
"with the addition of the ESM we preset the voltage to put the ECU at the last set of data points before it goes into default. This is the part of the ECU that takes away the most amount of timing and adds the most amount of fuel".
This is a bit confusing to me... because WOT (hence 0psi) should be the same as this condition. Using a one-way valve into the MAP sensor should do the same thing!?!
They also rely on the IAT sensor to retard timing - which I think is a fallacy as this is bogus for an intercooled system.
Supposedly their cars have made 350hp at the wheels with "race-gas and more timing".
Since there is no 'direct' control of the ECU timing, I assume these power gains were obtained solely by using high-octane fuel and hence allowing the engine to give the car more timing. I think intercooling will provide at least 50% of this difference and high-octane fuel will provide the rest - another reason why I think 5-6psi of intercooled boost (via a turbo) will provide more power than the S/C.
What do you guys think?
My thinking is as follows: The factory ECU probably has a pre-set limit as to how much timing it can retard and the degree it can control the A/F ratio. If this wasn't the case we should be able to use NOS or boost right upto the physical (rods/pistons/crank failure) limits of the motor without seeing the effects of detonation or leaning out. What this T-Stat/Switch combo gives us is margin. While using NOS or a forced-induction approach, we give the engine more margin for timing-retard (engine operating temperature will increase while using these power-adders). My motivation in purchasing this is just to give the engine this tad more margin and hope for better operating conditions under boost.
I chatted with Shad Huntley of Comptech Motorsport (he's the technical guru there regarding the S/C's for all their projects). He mentioned that the timing system/knock sense on the CL-S is very effective. He's seen upto 25 degrees of retard just on bad gas! I had quite a few questions to him regarding his S/C approach and why Comptech does not include any timing-retard components with its systems. First off, NONE of their systems boost > 7psi. Also, quote:
"with the addition of the ESM we preset the voltage to put the ECU at the last set of data points before it goes into default. This is the part of the ECU that takes away the most amount of timing and adds the most amount of fuel".
This is a bit confusing to me... because WOT (hence 0psi) should be the same as this condition. Using a one-way valve into the MAP sensor should do the same thing!?!
They also rely on the IAT sensor to retard timing - which I think is a fallacy as this is bogus for an intercooled system.
Supposedly their cars have made 350hp at the wheels with "race-gas and more timing".
Since there is no 'direct' control of the ECU timing, I assume these power gains were obtained solely by using high-octane fuel and hence allowing the engine to give the car more timing. I think intercooling will provide at least 50% of this difference and high-octane fuel will provide the rest - another reason why I think 5-6psi of intercooled boost (via a turbo) will provide more power than the S/C.
What do you guys think?
#10
Drifting
Re: Mugen T-Stat and Fan Switch Installed...
Originally posted by allmotor_2000
Well... installed both the Mugen T-Stat and Fan Switch (I suppose the fancy packaging for the Mugen T-Stat warrants its ridiculous price!). Anyways... thanks for Scalbert for his pioneering efforts here. It works fine (only need to swap gaskets) and the temp guage sits about 2.5 ticks lower.
Well... installed both the Mugen T-Stat and Fan Switch (I suppose the fancy packaging for the Mugen T-Stat warrants its ridiculous price!). Anyways... thanks for Scalbert for his pioneering efforts here. It works fine (only need to swap gaskets) and the temp guage sits about 2.5 ticks lower.
#11
Safety Car
Thread Starter
Purchase from King Motorsports directly:
THERMOSTAT 19301-XGMR-0000 $69.00
FAN SWITCH 37760-XK5-00N0 $45.00
RADIATOR CAP 19045-XGER-0000 $29.00
Call 262-593-2800
THERMOSTAT 19301-XGMR-0000 $69.00
FAN SWITCH 37760-XK5-00N0 $45.00
RADIATOR CAP 19045-XGER-0000 $29.00
Call 262-593-2800
#12
I love my CL-S
Join Date: Jan 2001
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Re: Re: Mugen T-Stat and Fan Switch Installed...
Originally posted by joedokes28
Will you post part numbers and where to buy?
Will you post part numbers and where to buy?
king motor sport
THERMOSTAT 19301-XGMR-0000 $69.00
FAN SWITCH 37760-XK5-00N0 $45.00
RADIATOR CAP 19045-XGER-0000 $29.00
lazy bastard The search bottom is your best friend
#14
Safety Car
Thread Starter
I'd look at the TOV 6spd runs for your verification. Look at the 2nd run as the BEFORE and the 1st run as the AFTER
Nobody is going to do to the dyno... swap thermostats (drail/fill coolant in the process) and read ECT, blah, bah, blah!
Nobody is going to do to the dyno... swap thermostats (drail/fill coolant in the process) and read ECT, blah, bah, blah!
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19045xger0000, 19301xgmr0000, 2000, 37760xk500n0, 4500radiator, 6900fan, acura, cap, cls, fan, install, installed, integra, mugen, switch, thermostat, tstat