Some of my tubes are touching on the ends, so not sure in the middle though. If flow is ok then I would totally agree with your deduction
Under pressure? Doesn't really matter. The flow rate of the coolant in the larger tubes pulls heat through faster than the small ones. The flow rate of the transmission fluid past the cooling tubes is important. PLus larger surface area against the coolant tubes. The thinner the better as that surrenders the heat and moves away quicker than a thicker mass. Trust me, that new exchanger is not nearly as efficient as what was removed. Does it matter in the car? Probably not. I lived with these exchangers for years in my plastic compounding business. 10' long and 12" in diameter. If I sent one out for a re-core in the first condition and it came back in the second, it would get returned.
I will test them when I get it then we will know. I am not convinced from the pics that the flow is good for the oil to get around the cooling tubes efficiently. If it does then like I said I would agree with you because of the facts you all ready pointed out.
Jon I need to see some calculations just for,giggles If you have 2 times as many tubes but they are smaller in diameter but have a little more gap between them is it better, worse, or very close. My guess is not too much different, watson experience says big difference, and science says ???. I did not take thermo so ??? I do totally agree that surface area is the key but I also know from experience if the circulation is too fast or the temp diff is too close then very lttle heat transfer will take place. I feel this whole design lacks the size and time required to do a decent job of dropping the temperature. That being said the higher the diff in temperatures the better it will work, which is maybe all they were trying to achieve. It will warm oil up quickly and will only cool quickly if the oil temp becomes quite a bit higher than water temp thus preventing a transmission failure by keeping peak temperatures down. Dont know for sure but thats my take.
I'm surprised that ferrari would use that type of cooler. IMO it starts off marginal before you even get into your calcs for giggles. It is way more a liability than an asset. There are better ways to cool. It is almost like "darn we are marginal on our temps" so what is the worst way we can solve that problem? What is even more surprising is you can find these after the 355 too. If you seriously heated the car like track it that thing is a total failure.
No kidding. A little oil radiator tucked properly in a wheel well, or underneath would have been way easier and probably more effective.
I don't think the left one is less efficient than the right one. The left unit has 61 smaller tubes and the right 37 bigger so the heat exchange surface areas of both units is probably the same (if not greater in the left unit; difficult to tell without knowing the tube diameters). The left unit has freer oil flow but more restricted coolant flow for some reason.
Mine is a little diferent than Ricambi's, I am getting the old one cleaned and tested but will keep it as a spare. I will post pics and sizes so someone smarter than me can check out the delta t's.
According to this article it has a higher capacity. This is exactly what I have now but its about 2 lbs heavier. Ferrari 355/360 Transmission Water to Oil Heat Exchanger Posted on August 25, 2017by Mocal USA This is a uprated water to oil heat exchanger that replaces the discontinued (NLA) Setrab #175913 170TOC / Ferrari #180846 unit found on various Ferrari 355/360 models. We managed to retain the overall standard outward dimensions (2.90″ x 6.5″ with M16 x 1.5 oil connections) while increasing the cooling capacity by fitting a larger surface area 70 tube core. Coolers are copper construction which has strength advantages over the standard brass unit. Now that these cars have more time and mileage on them it pays to be preventive by replacing this type of cooler prior to failure which can cause extensive damage to both engine and transmission. Ferrari 355/360 Transmission Cooler part# FTC1 $895.00 Image Unavailable, Please Login . Image Unavailable, Please Login
I dissagree with the article though my original is 100 percent aluminum as far as I can tell, and the weight would suggest same.
Is the original aluminum? Or brass? The primary details regarding cooling are still missing. Number of tubes and tube diameter. Capacity is one thing. Flow is another. Thin flow of transmission fluid around the cooling tubes is what transfers the heat the quickest. Having a "larger capacity" of fluid in the exchanger will maintain the heat of the oil as it flows through. Flow of the coolant through the tubes takes the heat away. Restricting the flow slows the heat removal process. Not saying this one is bad or good, just saying there is not enough data to determine it. Tube count & diameter is the key. Bigger helps, but it important to know where it is bigger. There was a tag on my old heat exchanger's that gave them a cooling capacity number....been too long and do not remember the details.
I have an OEM 10k mile one sitting here (for sale), the body seems to be obviously aluminum but how would I tell on the tubes?
Visually. I have one off - I seem to recall them being aluminum but I'm not 100% certain as it's been a long time since I looked at it.
Here are the measurements for the exchangers 6.5 x 170 x 36 tubes 5.1x 140 x 70 tubes In mm of course Hopefully someone smarter than me can calculate
One exchanger is shorter than the other? Are the overall diameters the same? These tube dims ID or OD? BTW, thanks for doing the homework!
Inner diameter the thickness look the same but they are thin so could be out a lot. Yes the one cooler the pipes do not go to the ends but stop before so they are shorter in the new one
All things being equal i would have given the cooling performance to the new one but now the new one is significantly shorter so even if it has better characteristics insome ways like materials and surface area then ts shorter. No longer for me is it obvious but very clouded ha ha. Gotta fetch me an abacus i guess
Totally correct. However I think they went this route was to use the coolant to get the gearbox oil up to temp quicker. On the challenge cars I think they do have an actual oil radiator.
Well that sounds good 2 birds 1 stone. However I think the compromise is doing both jobs poorly. Engineering for street can sometimes be more difficult than race. But getting the last 10ths of a second in race is very hard.
