Keeping The Party Cool! Mishimoto's Fiesta ST Radiator R&D!

[Dustys318]

THAT would be the ticket!

 

[Dustys318]

There is a FiST in the UK that has a small NACA duct by front edge of hood. He made his own ram air to the factory air box! Looks cool, and since the whole hood is pressurized I'm sure it's pretty effective too!

Looking at CP-E's intake you can take the clear plastic lid off, surround it with a rubber/foam to seal it against the hood with the NACA duct above it...

 

[Dustys318]

Never mind, Ice Nine already makes one...

 

[dyn085]

Never mind, Ice Nine already makes one...

Ice Nine made a hood with a NACA duct, but they ran the Cobb intake which wouldn't mate to it.

 

[mishimoto1]

What is really needed for our cars are heat extractors. To much heat is rolling in the engine compartment with no escape. I was doing some research and came across the below website. I replicated their process (yes, I bought a Magnahelic gauge) and found that our hoods are completely pressurized from about 31mph on up. The only draw/negative pressure area was the outer edges of the hoods behind the headlights, coincidently were the R5 has their hood vents. I purchased a set of hood vents from Sico out of the UK as the older Fiesta hood vents would be ineffective at speeds because those vents are in the center-ish of the hood; makes sense as the curve of the hood on older Fiesta's/RSs is more rounded/curved causing (I'm assuming) a negative pressure behind that curve of the hood...

http://www.autospeed.com/cms/articl...tomotive-Modification-ToolKit-Part-3&A=111111

You should do a write up of your testing and results and post it very interested in this...

Ha! I wish I'd taken pictures of the car with all the yarn strings taped to the hood! Harbor Freight was my friend for the clear hoses used, couldn't find it anywhere else...

NOTE!

You may want to run another test.

If you put a Guerney flap, raised lip, etc, in front of any hood vent it will induce negative pressure behind it, done right a vent can still be effective in different places on the hood.

Unfortunately we do not have the room to work out a radiator vent to the top of the hood, sealed...those are hugely effective and create downforce with little or no induced drag and usually decrease it. They just happen to look bad ass as well

----------------

Maybe Mishimoto can find some time to work on hood vents for us

Second that!

I ordered Julian Edgar's books this week, am following the research paths Edgar recommends and Dusty318 has apparently already done some of. I will post results when I get some.

Mishimoto surely has all the tools and more expertise, I third the idea of their researching Fist aero aides for cooling and downforce.

The front grill opening is roughly 116 inches of open area. The Sico vents are roughly 34 inches of opening, each. That 68 inches to the 116 will induce a forced flow to push the heat out.. blah blah something about 50% for optimum flow blah blah.. anyhoo, I know the $500 seems a lot but I won't have to change out a complete cooling system that (I'm guessing) will be a lot more considering intercoolers average $600... I went this route to reduce front end lift at high speeds and increase cooling efficiency without having to change the radiator... two birds, one stone...

Hey guys,

Thanks for all of the input, this is a very interesting conversation. I would have to assume venting will absolutely provide benefits to cooling, however not everyone will be interested in cutting holes in their car. We'd love to solve this cooling issue with our radiator/shroud design, and this will be our primary effort. Irreversible modification tends to be something we stay away from. Now, if that ends up being a big help in terms of on-track temperature reduction, we can certainly consider looking into venting as well. Our engineering team is extremely capable, I have full trust that they could put some interesting data behind this and develop a functional system. Passing the word on to the team!

Thanks.

I'm technically dumb, but definitely interested in keeping the car cool with my experiences this last summer. Hopefully this thing is pretty straight forward to have a mechanic or maybe a local here, install for me

(which is why I asked you guys if you do installs haha)

We will be filming a full step-by-step video installation guide for the radiator. This will help the DIY folks tackle this one in the garage. I won't say this is the easiest install, but it is very possible for those who can handle a basic tool set. Call over a buddy or two and it should be a Saturday morning/afternoon project at the most.

Thanks
-John

 

[mishimoto1]

Good news, we've finished our shroud design. Check it out below!

Keeping The Party Cool! Mishimoto’s Ford Fiesta ST Radiator R&D, Part 3: Shroud Completion

Now that we have a solid direction for our design plans, this project is moving right along. Last time we started the fabrication process for our fan shroud design. This unique setup would utilize the stock fan motor and blade, but we would relocate it in a space that would allow our thicker Ford Fiesta radiator to fit properly.

Fabrication Continued

With our shroud completed to its basic shape, our final portion of the design required mounting the fan to the shroud, creating a fan-blade cage, and creating appropriate mounts for the stock fan controller.

We started with the cage, as this piece would determine the location and design of the other components on the list. We designed our prototype in SolidWorks and printed out a template to be created in sheet aluminum.

Fan blade cage fabrication for Mishimoto Ford Fiesta ST radiator

Then began the tedious task of cutting out our template. Pilot holes were drilled, and both the band saw and jigsaw caught a bit of action on this project.

Fan blade cage fabrication for Mishimoto Ford Fiesta ST radiator

After a few hours of cutting, the basic shape was complete.

Fan blade cage fabrication for Mishimoto Ford Fiesta ST radiator

At this point we made a minor modification to our design. The outer ring was intended to be a flat plane from the center, with the ends bent to mate with the shroud. After evaluating the space once it was installed, we determined that the legs would need to be angled to provide appropriate clearance for engine movement. Off with the outer ring!

Fan blade cage fabrication for Mishimoto Ford Fiesta ST radiator

After making a few bends and a couple welds, our cage was complete.

Fan blade cage fabrication for Mishimoto Ford Fiesta ST radiator

We can’t just sit this on the radiator and expect it to stay in place. In the image above you will notice three threaded rivet nuts installed in the corners on the shroud. These will be the connection points to the radiator. Check out one of the mounting pegs welded to the tank of the radiator.

Fan shroud mounting peg on Mishimoto Ford Fiesta radiator

Here’s a look at the shroud mocked into position.

Fan shroud mocked into place on Mishimoto Ford Fiesta radiator

The hard part is complete. Next up, a cover for the motor. As with before, we printed a template and constructed our prototype from aluminum.

Fan motor cover

Here’s a look below at the finished cover in place on the stock electric motor.

Fan motor cover

On the stock fan shroud, the fan controller mounts relatively close to the motor itself, so the wiring lead is quite short. We would need to retain this proximity with our mounting location. Check out the clip system we developed, which allows the stock controller to mate with our shroud.

Fan controller mount

The fan controller is built onto a heat-sink base that uses airflow from the fan for adequate cooling of the internal electronics. On our shroud design, the legs of this piece will slide into the slots you see on the right, and the assembly is secured with a single bolt and the rivet nut on the left. Below is a look at the controller mounted in place.

Fan controller mounted

Stock Shroud Comparison

The shroud is complete! Now we can move forward with some idle testing and road testing for our radiator/shroud combination. We’ve come a long way from the design of the stock shroud, as you can see in the image below.

Stock fan shroud for Ford Fiesta radiator

For comparison, check out this shot of our completed shroud assembly.

Mishimoto fan shroud for Ford Fiesta radiator

Coming Up

The important part is coming. Now that our full prototype is complete, we can start some initial data collection. Check back next time for a look at our results.

Thanks for reading!
-John

 

[BlueBomber]

waiting with baited breath for this <3

 

[mishimoto1]

waiting with baited breath for this <3

Update coming this week!

-John

 

[mishimoto1]

Time for a cool update!

Keeping The Party Cool! Mishimoto’s Ford Fiesta ST Radiator R&D, Part 5: Initial Testing Results

After quite an extensive developmental process, we’re finally ready for some Ford Fiesta ST (FIST) radiator testing. This portion of our R&D process is crucial, as it will determine if our design is perfect or requires minor tweaks, or if the slate needs to be wiped clean for a fresh start. This particular radiator is unlike most that we develop. FIST owners are getting in trouble on the track, and no good solution to rising coolant temperatures has yet been found. We’ve attributed this to inefficiencies in both airflow and the inadequate stock FIST radiator. In order to fit a larger, more efficient radiator, we’ve had to modify the stock fan shroud. In doing so, we’ve created the space needed for the thicker radiator core, and we’ve managed to retain the stock fan. Check out the prototype.

Mishimoto Ford Fiesta radiator shroud assembly

Let’s get to testing!

Idle Testing

With our design, we are modifying the function of the fan and shroud. This change will have an impact on at-speed cooling performance as well as idle cooling. All the known cooling issues with the FIST occur during track driving, so we know that the stock fan system is adequate for long-duration idling.

A fan shroud functions to pull air through the entire surface area of the core. It encloses the core, maximizing the efficiency of the electric fan. Below is a look at the stock shroud/fan assembly.

Stock Ford Fiesta ST radiator fan shroud assembly

With our shroud, this surface area has been cut in half. Our shroud is situated on the driver side of the radiator to provide clearance for the larger radiator.

Mishimoto Ford Fiesta radiator shroud assembly

Now, we are using the stock electric fan with our shroud, meaning it should produce high airflow. The only questionable factor is the amount of radiator surface area to be cooled by the fan. At speed, the additional airflow through the core should provide efficiency benefits.

We decided to conduct some idle testing with our setup against stock, to ensure that our Ford Fiesta radiator setup would not cause major increases in idle temperatures.

Testing Conditions

Ambient temperature: 70°F
Preparation: vehicle brought to operating temperature
Idle time: 15 minutes
Fluid: 100% distilled water
Sensors: temperature sensors in both inlet and outlet radiator hoses
Logging software: AEM AQ-1

Each setup was then tested for 15 minutes for accurate data collection.

Ford Fiesta ST radiator fan idle testing

Ford Fiesta ST radiator fan idle testing

Once complete, we organized our data in the plot shown below.

Ford Fiesta radiator fan idle testing

We have quite a lot of information going on here, so a simple chart should help put some numbers behind what we see in this plot.

Although the Mishimoto setup is keeping overall temperatures cooler, you will notice that the drop between the inlet and outlet is a bit less than that of the stock setup. This is a result of the lowered efficiency from the shroud modification.

The stock setup is able to cool temperatures at a more rapid rate than the modified shroud. These results are shown in the plot below.

Ford Fiesta radiator fan idle testing

We did expect the stock FIST radiator shroud to outperform our modified design in terms of idle airflow. Our intention with the test was to ensure that we could adequately cool the vehicle at idle with our design. From this initial test, it appears that the stock fan and control system are doing their jobs. We give this one the thumbs-up for street use. Higher ambient temperatures should produce similar results for efficiency and temperature reduction.

Idle Testing: Check!

Road Testing

At-speed driving is where we expect our radiator and shroud setup to shine. The massive, dense core paired to our free-flowing shroud should produce some nice temperature drops. To reduce variables in testing data, we will be conducting steady-state data collection for this first segment.

Testing Conditions

Vehicle speed: 65 mph
Starting fluid temperature: 190°F
Fluid: 100% distilled water
Logged distance: 4 miles
Ambient temperature: 80°F
Stock thermostat removed (allows radiator to drop temperatures without variable)
Sensors: temperature sensors in both inlet and outlet radiator hoses
Logging software: AEM AQ-1

Check out a couple shots of our sensors in place.

Ford Fiesta ST radiator testing sensors

Ford Fiesta ST radiator testing sensors

We made a run down the highway with each setup, which resulted in ideal data for comparison of efficiencies. Below is the plot from our logs!

Ford Fiesta radiator temperature data

The black lines represent the stock radiator, while the orange represent the Mishimoto counterpart. As you can see, we saw a decrease in both inlet and outlet coolant temperatures during this test, despite the lack of load on the system.

For steady-state testing, these are a great results. Average temperature drops were 6–7°F for both the inlet and outlet coolant temperatures. Cooler temperatures going into the radiator will have a direct impact on those coming out. In addition, a few areas of the plot showed nearly a 10°F drop in coolant temperatures.

Our last plot explains the differences in heat rejection between our radiator and the stock unit. As we noted in a previous segment, we’ve improved the fin density as well as the core thickness. Both these factors play a role in improving heat transfer.

Ford Fiesta radiator heat rejection comparison

The results above assume gallons per minute (GPM) and inlet temperature data, but they provide a look at the potential of our improvements in efficiency. GPM data used is an average number for modern automotive combustion engines at cruising rpm. As you can see, the Mishimoto radiator shows far greater heat rejection, which continues to improve as airflow speeds increase. This means your at-speed track driving will see lower fluid temperatures with the improved radiator.

Road Testing: Check!

Additional (Track) Data

We’ve provided as much data as we can at the moment. Local temperatures have plummeted, with highs mostly in the 60s and 50s. These ambient temperatures will not provide the data we need to prove efficiency on the track. Once spring rolls around, we hope to hit the track with our shop vehicle for some additional data collection.

In the meantime, we have enough evidence to conclude that our design will provide improved heat transfer in any condition. Our team will be finalizing some last-minute touches on the design and will be working on an initial batch of production units.

Keep an eye out for more data and our discounted pre-sale details!

Thanks for reading!
-John

 

[meFiSTo]

That's promising! Will you be prepping product for production before you complete track testing? Or are you going to wait until your testing is done to sell this item?

 

[BlueBomber]

it's a tough question because a lot of us NEED the radiator sooner than later but at the same time it's now winter and it is now cold, and much as we'd like to, noone can control the weather/temperature outside.

I suppose I could install a prototype and go autocrossing in Death Valley in exchange for a free radiator/shroud lol

 

[meFiSTo]

it's a tough question because a lot of us NEED the radiator sooner than later but at the same time it's now winter and it is now cold, and much as we'd like to, noone can control the weather/temperature outside.

I suppose I could install a prototype and go autocrossing in Death Valley in exchange for a free radiator/shroud lol

Well, around here, the ambient temps don't *usually* get over about 72 until sometime in mid-June. There are exceptions, but with that rule-of-thumb in mind, I personally can probably still do a track day or two in the spring with the stock radiator and no oil cooler. Car seemed to do fine last May. However, once summer hits, I'm wary of getting this car out for sustained warm-weather thrashing. It's a little bit why I stayed away from a couple of mid-summer track days this year.

 

[mishimoto1]

That's promising! Will you be prepping product for production before you complete track testing? Or are you going to wait until your testing is done to sell this item?

it's a tough question because a lot of us NEED the radiator sooner than later but at the same time it's now winter and it is now cold, and much as we'd like to, noone can control the weather/temperature outside.

I suppose I could install a prototype and go autocrossing in Death Valley in exchange for a free radiator/shroud lol

Thanks guys! As noted in the last portion of the write-up, we are confident enough in our initial data and design features to manufacture a first batch of radiators. Although we don't have definitive track data, our engineering team designed a great product and they see the numbers from testing as a direct translation to efficient cooling on-track.

We will likely start our discounted pre-sale in the next few weeks, pricing and shipping details to come.

Hopefully we get out on track in the spring for some additional verification, I know some folks will be on-the-fence until we have that data. Perhaps one of our initial consumers will hit the track in an environment that does not see cold ambient temperatures.

-John

 

[FearTheSnail]

in for presale info

 

[maestromaestro]

Well then - count me in as one of the guinea pigs. Houston gets pretty hot.

 

[BlueBomber]

Thanks guys! As noted in the last portion of the write-up, we are confident enough in our initial data and design features to manufacture a first batch of radiators. Although we don't have definitive track data, our engineering team designed a great product and they see the numbers from testing as a direct translation to efficient cooling on-track.

We will likely start our discounted pre-sale in the next few weeks, pricing and shipping details to come.

Hopefully we get out on track in the spring for some additional verification, I know some folks will be on-the-fence until we have that data. Perhaps one of our initial consumers will hit the track in an environment that does not see cold ambient temperatures.

-John

hence Death Valley or the Mojave Desert. Adams Motorsports Park here tends to be quite punishing since it's in a hot part of Riverside County, it's a tight, technical track where you don't get going all that fast and the car's subjected to load w/o much airflow for most of the lap

I will be the first to order one of these, please believe. I'll report back as soon as I have one stuffed in mine :3

 

[OEFvet11]

Def will be one of the first pre orders. Already have the oil cooler, just need the radiator and my cooling needs have been solved. Waiting with fingers crossed the pre order prices and link just magically show up asap.

 

[mishimoto1]

in for presale info

Well then - count me in as one of the guinea pigs. Houston gets pretty hot.

hence Death Valley or the Mojave Desert. Adams Motorsports Park here tends to be quite punishing since it's in a hot part of Riverside County, it's a tight, technical track where you don't get going all that fast and the car's subjected to load w/o much airflow for most of the lap

I will be the first to order one of these, please believe. I'll report back as soon as I have one stuffed in mine :3

Thanks guys! Shipping and pricing details are being finalized. We should have some additional information to post next week.

-John

 

[Pete]

Count me in for one of the first preorders. Temps get hot down here in SoCal. I will need it for more than when it is 100+ degrees out but also for all the track days planned I would be willing to get testing data for you guys at Mishimoto.

 

[mishimoto1]

Count me in for one of the first preorders. Temps get hot down here in SoCal. I will need it for more than when it is 100+ degrees out but also for all the track days planned I would be willing to get testing data for you guys at Mishimoto.

Great, thank you Pete!

-John