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If you look closely at the entire cooling system, you will find that the air is directed around the cylinders and underneath the cylinders, and around the cylinder heads and underneath too. There is an air vane in the cylinder head (most aftermarket cylinder tin don't have it, but OEM does) that directs the air on the top of the cylinder heads to the exhaust ports. On the underneath, there is a deflector that sits at the exit of the passage between the cylinders on the cylinder head (again aftermarket heads don't include this) that deflects the air going through the passage in the cylinder head to the exhaust ports. With the cylinders, the round cylinders naturally get air going around the tops, and there is a deflector you install underneath that directs the air through the fins on the underside of the cylinders. Those are critical parts of the cooling system, and unfortunately most aftermarket cylinder tin and cylinder heads don't include these critical parts. You can buy them separately from at least one vendor, and you can also get one set of aftermarket cylinder tin that include the air vane from the get go. The sleds and the skirts that are screwed to the underside of the cylinder tin also play a role in how the air moves over the heads and cylinders, so nothing should be left off. So, as long as you have those parts that are often missing from the aftermarket parts, you'll get good even cooling of the cylinders and cylinder heads. Since the missing pieces are available, I have not chosen to reproduce those, but just provide the new cooling system. Customers have reported really great results with this system, in terms of reduction of oil and head temps. Like anything, the results will vary depending you your specific engine combination.

Actually, the sound is basically the same at lower RPM. At high RPM, the airflow is so high, that it does create a high pitched sound that is very noticeable. When I tested the Evolution Two fan on my test engine, I actually had a couple of guys run over because they thought I was running a blown engine, and they wanted to see it, but it was just the sound of the fan. This was when I was doing 8,000 RPM tests. Generally, for just normal driving, even at higher RPM levels (like 5,000 to 6,000 RPM), the sound is not very noticeable.

@@scottstrand7865 The way the air vanes are designed eliminates the need for flaps. Since it also requires an external oil cooler, I recommend using an oil thermostat in the full flow setup.

I have them on my online store here: andrigs.com/

You can purchase from my online store here: andrigs.com/

Yes, I have one for the 6 volt generators in the works, but it had to take a back seat as I had so many orders, the printer that I normally use for prototyping and testing is fully dedicated to production parts right now. I'm very close, and when I get another printer, which should be in about a month and a half, I'll be able to get back to it, and have one. I'll also have Porsche 356/912, because they also use a 90 mm generator.

@andrigsaircooledtechnology ..I'll be hitting you back up in 2 months or so for the 356 version and 40hp 90mm backing plates

@@jerrygomezjr601 Very good. I appreciate that. It turns out that besides the diameter of the generator, the lengths are different, and even a bit different between VW and Porsche, because of the slight differences in backing plates. I discovered that the Porsche and VW backing plates for the early stuff are not exactly the same. They look the same, but there is a subtle difference. I'm really excited to offer these for older models of VW and the Porsche, so hopefully everything goes will for expanding my print capacity.

@andrigsaircooledtechnology .. also the 356 backing plate is also the same as the vw 36hp so even better...

@@jerrygomezjr601 From what I can tell, they are not identical, in that the clocked position of the generator is slightly different. The Porsche one has the generator clocked a little less, like around 3 to 5 degrees less. Other than that, they are the same.

Thanks.

No, it's a carbon fiber reinforced thermoplastic. It's as strong as most cast aluminums though.

Você pode comprar através da minha loja online aqui: andrigs.com/

@@andrigsaircooledtechnology perfeito, faz entrega ao Brasil?

outra pergunta, posso usar com venturi ring ou não precisa?

@@avidamecanica Sim.

@@avidamecanica Você pode usá-lo com um anel Venturi, mas é opcional.

Puedo realizar envíos a países de Sudamérica.

You happen to be right about that! Another customer shared the video he created with me, and it was a nicely done video showing the assembly, and doing a little airflow test with a piece of paper. It illustrated things very well, and I am very appreciative. My advertising only goes so far. When customers spread the word like he did, that makes all the difference in the world. Thanks.

El producto se puede utilizar en motores de cualquier tamaño y puede tener carburador o inyección de combustible. El producto también se puede utilizar con un generador o alternador.

If you can find a Thing shroud, those are good. I haven't seen the AA shrouds so I can't comment on those. The Concept 1 is good.

I would actually recommend the Type 1 deflector for under the cylinders, and the Type 1 cylinder head deflector that sits underneath the head in the center. Those were actually designed for proper direction of the air when it's coming from above. I'm not sure the Type 3 "cool tins" really work properly on a Type 1 engine, because the Type 3 cooling system has the air entering from the side of the engine, and the cylinder heads themselves are slightly different.

@andrigsaircooledtechnology that makes sense, I wasn't thinking about the type 1 deflectors and I do have those in place. Thanks for responding, with all the testing you've done in making this setup I want to get it right when I install it.

@@goldentrunnell7450 Sounds good.

Yes, the OEM fans, even welded and balanced with fly apart at times using a poly v-belt (serpentine) setup, because there is little to no belt slip. I tested the Evolution Two fan at 8,000 RPM on my test engine and it uses a poly v-belt setup, and had no issues at all. I think this is a very good fit for what you are doing, and you'll get better cooling with much better throttle response, since the Evolution Two fans are 81% lighter than an OEM fan. With the smaller pulley you'll still get better cooling because of the RPM your typically turning in this kind of racing, and you will get less horsepower draw. I have shipped quite a few orders to the UK, and I think you would be happy with the setup.

​@@andrigsaircooledtechnology That's great and thankyou for getting back to me! I'll have to crash some numbers to work out how small the bottom pulley needs to be....Very very tempted

@@ianbrown9082 Sounds good. I appreciate the support.

@@andrigsaircooledtechnology Order placed...Keep up the good work

​@@ianbrown9082Thanks so much.

I appreciate that, and I have the Evolution Two cooling system and the Evolution Two cooling fans for Doghouse fan shrouds, and early fan shrouds, with alternator and 12 volt generator ('67 and later) support. Coming soon with be early VW with the 6 volt 90 mm generator, along with Porsche 356/912 support. Things are looking up, and after this video, I had to shut down the business for a while. About 8 or 9 months, but we are back in business.

@andrigsaircooledtechnology yes I've been to your website, I mentioned this the other day through another video of yours that my plan is to use your full setup on my 2110 and put the doghouse shroud with your fan from that engine on a stock 1500. The 1500 is in a 68 Baja I'm getting ready for my grand daughter. It will be the car she learns to drive in and to drive to school.

@@goldentrunnell7450 Yes, I remember now. Thanks again, I really appreciate the support.

I tested this to 8,000 RPM with no issues, and that is with a poly v-belt (serpentine) setup, which has either no or limited belt slip.

@@andrigsaircooledtechnology I kinda figured as much but thanks for your response. My plan is to put your full system on my 2110 and put the doghouse 36 style with your fan setup on a stock 1500. I love watching your videos BTW. I can see a lot of people using your system once the word gets out.

@@goldentrunnell7450 Thanks for the support, it's greatly appreciated.

@andrigsaircooledtechnology if you happen to read this I have another question. Have you tried your system with a bell crank throttle linkage? I'm currently running a typical cross bar set up but I'm wanting to switch to the bell crank style. The part that connects with the throttle cable looks like it doesn't have much clearance from the original backing plate connecting to the fan shroud. It seems like you covered different linkage setups in another video but couldn't remember if the bell crank style was included or not. Thanks for answering my questions.

@@goldentrunnell7450 Yes, I have tested with two different bell crank linkages. I changed the design of the inlet/backing plate specifically because of that, and other aspects. So, you can use it with a bell crank linkage and it clears well. There is actually more room than it appears.

This is an old product of mine that I no longer sell, but I got it right too, and this fan worked really well for my customers ;-)

That's a good question, and will really depend on your engine bay. Decklid stand-offs might be required for some engine/car combinations. With the late model decklid on Beetles and Karmann Ghias I believe there is enough ventilation to cover both the increased air intake of the fan and the intake air needs of the engine, even a really large one. With a monster engine that is natually aspirated with some really nice flowing heads is only going to consume about 800 to 1,000 CFM at peak RPM. Most of the time it's going to be consuming 250-400 CFM. That's not very much compared to the fan shroud. With a turbo engine, the intake air is outside the engine bay (or should be if it is a completely enclosed car), so there is no issue there at all. For early cars, that don't have as much engine bay ventilation I would recommend either decklid stand-offs or using a convertible decklid.

@@andrigsaircooledtechnology Thanks!!

@@jp1891 You're very welcome.

@andrigsaircooledtechnology I thought of another question lol, sorry! Has this fan set up undergone any endurance testing? Sustained 3200 -3600 rpms over extended period of time/distance?

​@@jp1891No problem. Yes, the fan went through torture testing on my test engine. Up to 8,000 RPM, and everything in between.

Yes, that was my inspiration. That engine is the Type 547, and Porsche developed it for Formula 1 racing, but they told the designer that it also needed to fit in the 356. It's quite the engine. It took me quite a while to figure out how to do the same thing using a standard VW alternator or generator. Like a lot of times in my life, as I was struggling to visualize how I might do it, I had a dream about it, and that morning I had my first prototype design in a couple of hours, and I was test fitting the first prototype in a couple of days.

I'm not selling the NG version of the fan. The NG failed the high RPM testing. I have a new one called the Evolution Two. It's actually even better, and I do have a version for the early VW fan shroud. The early fan shroud version of the Evolution Two fan gives you 22+% more airflow the the early fan. Look at my videos on the Evolution Two fans.

I have a fan that does fit the early fan shrouds, but currently I don't have support for the 6 volt generator. The backing plates are quite different, and the generator is not the same length, which requires some dimensional changes to both the fan and the inlet/backing plate. I have the fan prototype done, and it now fits fine, and I have the inlet/backing plate to print and verify as a prototype. So, if you have a 36 hp engine, but either have converted to a 12 volt generator or an alternator conversion, what I have will work for you already. If you have the pre '67 generators (6 volt), I'm not quite ready with the product, but it will be ready in the next month or so.

Yes, I tested to 8,000 RPM crankshaft speed on my test engine. I have a poly-v belt (serpentine) setup on it, so there is a lot less belt slip, although I'm not sure if there is none, or if it just slips further up the RPM band somewhere. The standard v-belt will start to slip in the 4,000 to 4,500 RPM range, so the fan RPM doesn't go up as much when you are at those higher RPM's. In any case, if there is no belt slip on my setup, the fan would be spinning at 12,800 RPM. I think we can safely estimate it was spinning above 10,000 RPM. If it was spinning at 12,800 RPM, the outer edge of the fan blades are traveling at ~95 mph. Based on the high pitched sound the fan was making at that RPM, I'm pretty sure it was spinning very close to those upper bounds if not the 12,800 RPM. When I did this testing, some people that were nearby came running because the wanted to see the blown engine I was running ;-) Of course, at lower speeds the fan doesn't sound like that, but it made a very interesting sound up there in the stratosphere.

@@andrigsaircooledtechnology wow, that was fast. Thanks for the details reply. You can disregard my email to you via your site. I just sent it. Do you have complete kits in stock currently?

@@ocavant They are print to order, and there is backlog currently.

@@andrigsaircooledtechnology Cool. I’m in no hurry as this will be for a future HP build. Do you have an estimate of back order length? I’m sure it’s more than “two weeks” lol :-)

​@@ocavant I'm not sure as I am not at full production capacity right now. Working through an issue with my 3D printer vendor.

I cannot quantify it, but I have had a customer, with the original fan, tell me that he had to learn to drive his car all over again because of the throttle response difference. It's hard to quantify what anyone one person will get, but the math behind the weight difference is simple. You use the exact same percentage less of energy to change the speed of the fan as the weight loss, so it will take 81% less energy or horsepower to change the speed of the fan, compared to an OEM welded fan. If you already have a lightweight flywheel you'll feel it a bit less, but if you have a stock weight flywheel it will probably feel more dramatic. It will definitely be noticeable.

I did that on my test engine. I have a 230 hp engine on a test stand that I run stress testing on. You can't create extremes like 370 degrees fahrenheit on a test engine, but it was subjected to very high stresses. Based on the way it felt coming out of the oven it didn't feel weaker in my hands. It felt just as strong. What's interesting about these materials, once you have annealed it, as long as you do it properly, the internal structure is changed in such a way that the internal stresses are removed so it's like it's just locked in place. It's very similar to metals.

With all due respect, the part needs to be destructively tested. That is the only real way to find its limits. It needs to be subjected to extremes on both ends of the heat range AND then spun up to, and beyond the proposed operating RPM limit designed for. If it survives that, you can confidently say it is within design specifications. Everything else is just guessing. Again,my comments are with all due respect to the designer.

@@ocavant Sure, but it's not just guessing. The materials properties are well understood by me, and if it exhibits not change in strength when I handled it, then it will be fine in the car. After all, my stressing it in my hands is actually more than the stress of it moving air in the fan shroud. If the fan were to ever reach 370 degrees fahrenheit while your engine was running, your heads would crack, you would drop the seats out, and your valves and pistons would get demolished, because for the fan to ever reach that temperature, your head temperatures would be so high, you'll have destroyed your engine. Very likely head temperatures would be so high that you would suffer from pre-ignition and the combustion will blow right through the piston tops and melt the rings.

Yes, it does. I specifically designed it to fit without modification on the aluminum "bubble top" cases. My test engine uses one of those.

@andrigsaircooledtechnology thanks for the quick response, been trying to order but can't seem to figure out my PayPal account.

@@goldentrunnell7450 You're very welcome. I know the feeling on PayPal ;-) I use my business PayPal account all the time, but my personal one I use once in a blue moon, and most of the time I can't remember the dumb password, and have to reset it.

Thanks. That's quite a compliment. The fan does take awhile to print, and it took a long time to develop it for the best performance with the least amount of power consumption that's for sure. I made a lot of prototypes, that's for sure ;-)

I did that on all the fans. I would Rev to 8,000 RPM and immediately close the throttle and kill the engine. No problems with that. The reason it can easily survive that kind of test is because the weight is so much less. A lot less inertial energy. The Evolution Two fan is 81% lighter so there is 81% less energy involved in slowing it down and speeding it up.

Also, how are these balanced? Thanks.

The weight savings is even more than the original, which kind of surprised me, but there was only so much I could do with the geometry of the original to save weight based on having too thin walls, and the need to have draft angles for injection molding. I don't have to do that with 3D printing. For someone that is using both a lightweight flywheel and this lightweight fan, the throttle response will be tremendous. I actually had a customer of the original fan tell me that he had to relearn how to drive his car, because the throttle response was so good. Makes taking off in first gear without revving the engine to the moon a bit more difficult ;-)

@@MOESPEED2002 They are not balance, but based on the fact that they only weigh 227 grams, it's not really necessary. The heavier the part is, the more balancing is needed, but the stresses from any imbalance there might be, which would be really small given that it's 3D printed, and the geometry is 100% uniform, won't be high enough to cause any problems with the fan, or the alternator/generator it's attached too.

@@andrigsaircooledtechnology That is why I am curious about the customer reference and what that means. Any engine I have driven that has LW rotating mass is responsive and sensitive to throttle input. My best reference is driving a Petrol vehicle vs an EV (the need to stay on partial throttle for smoothness). Just curious if you have had personal experience to how exagerated this sensation may be and could elaborate on it. You have been so thourogh with this project and your personal touch would speak volumes. I guess I am just looking for more of a real world driving situation as opposed to an engine bench, given your kind of detail oriented input and diligence. Excellent work and much appreiciated. Thanks.

@@MOESPEED2002 I actually haven't driven my car with it, just my test engine. I have tested these fans enough on my test rig, driven by an electric motor, and what happens there is exactly what happens in a running engine. When you turn the power on, the fan takes almost no time to spin up, and the amp draw on the electric motor only spikes for a really short time. When I do the same tests with OEM fans, it takes a good three times longer for the fan to spin up, and the high amp draw on the electric motor is prolonged until it finally reaches the RPM limit of the electric motor. The reason I haven't driven my own car with it, is that I have it torn apart and haven't had any time to put it back together to drive it. It sitting under a car cover. With moving, both personally and the business, and getting the business going again, and a lot of product development tasks, I simply don't have the time to devote to getting my car back together. I haven't felt a big need to do it either, as I know from the first generation how it feels, and the new one is even lighter.

Yeah, sure. I always just installed everything on the engine, including the belt, and then just used a screw driver in the pulley slot to hold it in place while torquing the nut. In this case, that method is a lot easier since you only need to torque to 25 lb. ft. instead of the 42 of the original massive nut and spring washer. That's the advantage of having so much less rotating mass.

You really cannot cast this type of geometry, and they would be fairly easy to make out of steel, but then you just have a heavier part than OEM, and you don't get the throttle response improvements, and you put a lot of stress with an even heavier part on the alternator/generator. I have seen an OEM welded fan actually break an alternator before.

Thanks. I appreciate that. Getting back on our feet, business wise has been a challenge, but we are fully back, and it feels great.

I will make the front fan velocity stack for the 90 mm generators, but for the Porsche 356 and 912. I'm not planning, unless there is enough demand to do it for the 36 hp and older VW Type 1 engines. In terms of the rear inlet, it doesn't need a velocity stack. The design of the fan itself acts as a velocity stack, so I chose to just keep it simple, and not add more to the cost, and manufacturing of the shroud, since I make them by hand.

@andrigsaircooledtechnology when I mentioned the 356/912 I'm taking about the linkage the porsche linkage can be adapted to the vw fan shroud it bolts to the back of the shroud with the porsche 356/912 linkage you could use your Highly Optimize Velocity stack the one that you said you'd interfere with the linkages....

@@jerrygomezjr601 Oh, I see. Well, I haven't really seen any difference in airflow with the low profile velocity stack. It seems to perform relatively the same. What I did is still based on a highly CFD optimized velocity stack, just a different style that can be a lot more compact.

@andrigsaircooledtechnology your shroud/ fan set up reminds me of the the vw / porsche type 367 aka vw Petermax muller engine they used this type of double fan shroud idea on a vw 25hp 1100cc hemi heads back in 1947 or so ....

@@jerrygomezjr601 Actually, the Porsche Type 547 engine that they developed for Formula 1 was my inspiration to try it out. For the longest time I just couldn't see how to do it on a standard fan shroud design, but one night I had a dream about it, and in the dream I cam up with a design. When I woke up in the morning, I went straight to my computer and started the design. In the next two days I was test fitting the first prototypes. Sometimes sleeping on things is a great way to solve a problem.

Glad to hear it. Those templates took a long time to get right, but it was a labor of love ;-)

Yes, it will work with the Sync-link throttle linkage. I used to have one on my Baja Bug, so I'm familiar with it. If you just choose the Twist/Bell Crank/Crossbar option that will work fine for you. I may add the Sync-link into that description to make it clear.

I have not.

You can't injection mold a squirrel cage centrifugal fan, unless you do it in two pieces, and then sonic weld the pieces. The weld would never survive, as it will be very weak. My Evolution Two fan does survive the high RPM testing.

I have released the product some time ago. Thanks.

Well, I'm sorry you didn't like it. Installing the fan shroud on the engine is probably the part you already know, since you had to take the old off, but I can always add a part for that if people are confused by it not being in the video.

@andrigsaircooledtechnology It is not that I do not know how to install a fan or shroud. But I want to hear the fan system while it is running. I would think many people would want to see and hear it in action before ordering the system. I mainly want to hear iit in action, because I wonder if it sounds different than the stock VW system.

@@jameswright7382 That's fine. I can do another video showing it on my teat engine. I'm really busy, but will get to that eventually. In terms of the sound, it sounds similar to OEM, but as you go up the RPM band it is louder and sounds like a centrifugal supercharger. It just moves so much air that it will absolutely be different.

@andrigsaircooledtechnology I am very intrigued. I totally understand being busy in the shop. I am stoked someone has created a fan like this. Also, I would like to sincerely apologize for coming off like a tool in my first post. It was a bit rude, and uncalled for to include the wtf. 👍💯

@@jameswright7382 Yeah, I've been making quite a few of the fan shrouds for orders. I've also been working on a heater version of the fan shroud as enough people seem interested in that to make it worth the development effort. My laser cut sheet metal parts for the first prototype are on their way to me, and I'll be putting that together in the shop too. I wish I had recorded parts of my testing on my test engine, but when your busy monitoring engine data and RPM levels for testing, it's hard to record too. I also have a bit of a problem with my test engine in that it just has a "bullet" muffler, which isn't much of a muffler at all, so I think I will need to put a real muffler on the engine so that people can actually hear the cooling system ;-) Bye the way, no apology necessary, and no worries. I appreciate the interest. Keep an eye out, because I'll be introducing the same fan design for OEM and aftermarket Doghouse, Early VW and Porsche 356 fan shrouds too. Some people don't need the cooling capacity of the entire cooling system I designed, but would benefit from just the fan and inlet on their existing fan shrouds. They won't perform as well, but they will way outperform the OEM fans, and with being so much lighter (probably around 85 to 87% lighter than an OEM welded fan), that you will get the cooling improvements with the throttle response improvements too. My first lightweight cooling fan was 73% lighter, and my goal was 90%, but couldn't reach it with the original design. I'm getting really close with this design and material, which is exciting, at least for me. Thanks again, and take care.

Thanks. I created the product based on this.

Thanks. I have been selling these for awhile now, and have them in stock again.

Probably get back to the a-arm front suspension. Although I might create a heater version of the Evolution Two shroud first, but you really wanted to know what was next besides cooling systems ;-)

It can only be used in my fan shroud as it won't fit in an OEM or aftermarket fan shroud. I am developing version for Doghouse and early VW/Porsche 356 fan shrouds though. Keep watching here or my business Facebook page, as I'll announce the availability fairly soon. This next week I'll be doing some final airflow testing on those to get them ready.

@@andrigsaircooledtechnology Awesome..thank you. Look forward to it!

@@scottiencaliNo problem at all.

At the moment I am not, but I have been saying if there is enough demand I'll do it. It will make it more expensive, but I believe I have a design idea that could keep it simple enough that it won't be a big issue. You're about the fifth person to ask, so it seems like there might be some demand. I might have to take a poll or something to see.

@@andrigsaircooledtechnology Honestly its the only thing stopping me from buying the Evolution 2 system now rather than wait for the Doghouse Version is heat . I have seen on buses, 914s and some Porsches, that the heater boxes have a separate electric fan for the heater boxes. Maybe there is a simple way to do something similar and update the Bus / Porsche design for the beetle? You could just sell that alongside the Evolution 2 system. Or Separately for existing EV2 owners. Then both existing buyers and new buyers could benefit. Also that way your heat blower pressure does not have to be tied as much to the engine RPM at that point.

@@jasensanders Good to know. There has been enough people ask that I think there is market for it. I'll start working on the design, and update with videos as things progress. I have an idea of how I want to do it, but until you get it in CAD, and then produce the first prototype you have no idea whether it will work as you expect, and how easy is it to fabricate.

Just to give an update. I have the prototype parts to make one up with heater outlets. The design was fairly tricky, but I managed to put something together that I think will work well. Just have to go through the iterative process of making prototypes, testing them, and seeing if everything works as expected, and that nothing will get in the way of other components, like the outlets getting in the way of throttle linkages, for example.

Thanks.

I'm not sure exactly what you mean, but are you asking if I might produce a fan shroud with the dog house for the oil cooler? If so, it's something I have thought about, but it makes the design a lot more complicated, that's for sure. It would take quite a while in development to get the airflow exactly right, and the fabrication would be significantly more complex.