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The Type 1 DTM has already shown us its potential!!! Read here about our first impressions of the Type 1 DTM off the dyno:
The comparative testing has yet to begin as we
are still optimizing the DTM to make it perform at its best. As soon as the
comparative tests begin we will be testing 14 different cooling systems
against each other. This has never been done before and to this extent in such
a scientific manner. All test data will be shared publicly via our forums and
the Internet. Posted below are the initial results of testing the original Joe Locicero Type 1 DTM, to be superceded by our further tests designed to optimize the DTM.
What you are about to view are all of our spreadsheets filled with raw data from testing the Type I DTM. These spreadsheets were used to test changes that were made to the cooling system and their effects with sustained loads. The very first graph (test #1) is the very first test run that we every did with the Type I DTM.. Compare it with tests #15, 16 and 17 (our most recent tests) and you will see vast differences in cooling and even temperatures. This is what seven months of research and trial and error were able to do for this cooling system. It is very rare that any company would share test results with the public, but I chose to do so because it is a great illustration of actual development. These days so many companies just build something and throw it onto the market with a huge advertisement and let it be. The cooling of our engines is the most important key to power, reliability and longevity. I am proud, to have worked these long hours to develop Joe’s system into a reality and show you just what we tried to make it work. Pay close attention to the details in the ”cooling system specs box” in each spreadsheet as it will give you an idea of what changes we made to the system and what the end results were. Keep in mind that we had over 100 test runs (many partial runs) on the test engine in January and only 14 of them are logged here. The reason for that is that many of the changes didn’t work and we noticed it in just a few minutes and the test was aborted to save fuel and time and to allow the engine cool for the next change. The runs you see here were our best and most comparative, the others were trashed while we went back to the drawing table and beat our heads on the wall. Please note that this type of test work is very demanding on all those involved and that we all gave up our lives for 17 days to attain these figures as well as the figures from 13 other systems, both stock and aftermarket, including the “famed” Porsche 911 systems ( which didn’t work worth a DAMN in our testing). To gather this test data I expended over 400 dollars in fuel, built a specific engine for the basis (4,000.00+) and ended up destroying my dyno after a driveshaft failure from the constant harmonics of the test (6,000.00). This is not to mention the man hours Brent and I and even my friends gave up to get the data. As you can see we did our best to make our product the best we could and in the first round of testing, all of it was a loss for the DTM, but we did gain tremendous amounts of knowledge about cooling in general as well as other systems that we had never been associated with. We have done our part! This testing did not stop on the dyno. We employed 11 systems to be tested in the field on individual’s engines of various sizes and tune, as well as my personal test car, The Bluebonic Plague. These test shrouds are being worked every day, and on the weekends in some race vehicles to give us great feedback about running temperatures to back up our claims with testimonials from neutral parties that have nothing to gain from the DTM, except even running temps on their engine!! as of this writing we are sending out updated airfoils for our field testers to use in their shrouds and see if they see the same changes that we did, and the test engine is now being installed into my car yet again for some road test miles and a few passes down the strip! Now we ask a favor of you. As you view our results, view them with respect, please do not send us emails with ideas, or emails with suggestions, or bring new ideas to our attention. We let the engine and cooling system show us its issues and we have worked to solve them and spent eight months of our lives doing so. We constantly get emails from those who have wonderful ideas, and great intentions and most of the time we do listen and we do learn, however that is not true in this instance. I am not stuck on being perfect, and I’m not an expert but I have seen that NO ONE really understands these cooling systems, and engines…The more I tested and learned the more apparent this became. I quit “listening” to the so called “Experts” and started “doing” what we thought was right. I made many mistakes and learned from them, just like with my engine design and assembly. All in all the end result was a fully tested system that works and it was made possible by a lot of trial and error, a few brain cells and dedication. Note, The data you see here is plain and simple. It does not show you the fact that each different cylinder, and cylinder head used for TI engines has made impacts on the DTM’s ability to cool, or for that matter any other systems ability to cool in our testing. Its main goal is to show you that as a general rule that our system works, and works AWESOME! When different cooling fins are used on cylinders and heads the upper plenums of the shroud have their pressures increased or decreased, this effects the running temperatures and does so severely with some arrangements. All our testing pictured here was done with cylinder heads with exacting fins and surface area as stock,(for good measure and for standardization) and test runs 15,16,17 were done with different cylinder arrangements- you can note how the cylinders impacted the job the DTM was able to do…. Basically what I’m saying is that no matter how hard we try, the vast numbers of variations in the Type I engine will cause some fluctuations in the results that each Type I DTM purchaser may see. I will be making a page with many pictures to illustrate the variations that I’m referring to very soon. Click here to view complete and unabridged testing results for the DTM. We will continue providing frequent summaries on the Aircooled Technology forum, which can be found at the Shoptalkforums http://www.shoptalkforums.com/viewforum.php?f=47. We will keep the mailing list updated from time to time as well just in case you don't have time to read up on the progress on the forums to keep you informed and up to date!" |
The
first day of testing was one of the most challenging for the DTM. Since the
DTM is new and untested, we had to learn the hard way how the directional air
vanes need to configured. The whole process is trial and error, requiring each
modification to be tested on the dyno and data collected. The purpose of the
testing is such that we are learning with each modification how to balance the
cooling air to each cylinder. Just Yesterday Brent and I tag teamed it and
were able to get the temperatures down almost 75 degrees on the left bank
while still maintaining the same temps on cylinders 1 and 2.
Although
it's taking more work than expected to make the system
be the best it can, it will really be worth it in the end and we will stop
no shorter than at perfection! Joe Locicero, the originator of the DTM, really
did his homework on these systems but just never was able to finish this one
since he passed away in 2002. Our goal is to increase the efficiency of the
DTM through optimization to the point that it far exceeds a stock doghouse and
matches the potential of 911 systems but by using a slower fan speed (via a
power pulley), maintaining cooling and increased efficiency!