new bigger type 1 fan that pushes more air cast as one peace

[Wreck]

[spencerfvee]

[Wreck]

One day I’ll make type 1 cylinder tins to suit my shroud design that was inspired by looking at the VW flat cooling systems . This fan would be an interesting combination . Only 2 small guide vanes needed .My heads run cool now so no need to try it with the current set up . Just turn the shroud upside down and you will see what I mean . Just a remote cooler needed . It gives really good Carb ,manifold access .


I’m surprised that only a very few have tried to develop a more efficient fan , with aerofoil shaped blades . I have seen an alloy fan modified from a type 4 fan for a type 1 housing which looked very nice but I wondered at the RPM range etc .
I also play with RC planes as a hobby , EDF jets are electric ducted fans powered jets. The fan design and fit can make a big difference to performance and how much power is used to get that performance .

[nextgen]

My friend owned a VW Repair shop in the 60 and 70's it was called Wagon Village, because VW had lawyers go after him for the original name Volkswagen Village.

Enough trivia !!


He worked on many Squarebacks and said they all had one thing in common.

The bug with the same 1600 engine usually needed a valve job at 80k.

The Squarebacks ( I should have send all Type 3s ) all went to 100k to 110k.

He thought it had something to do with better control of the engines heat due to the fuel injection.

BUt now listing to you guys, it sounds like the why the T-3's took in air thru the side vents and the design of the shroud with the two fans, and the Fuel Injections was the answer.
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[oprn]

The air inlet on the Beetle is below the rear window so should not be that much different than the type 3. If of course your engine compartment is still as air tight as when it left VW.
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We had the stone age, the bronze age, the industrial age and now we are in the age of mass deception and mind control for corporate profit. (The mass media age)

[raygreenwood]

[sjbartnik]

The Type 3 fan is huge!

Here's a pic with the fan mounted to the crankshaft but with the fan housing split so you can see the size of it (sorry bad angle).

It makes sense that it would need to be bigger than the Type 1 fan given that it spins at crankshaft speed whereas the Type 1 fan, because of the smaller pulley on the generator (relative to crank pulley size), spins faster than crankshaft speed.

And of course when the Type 3 came out it was 1500cc from the beginning, at a time when the Beetle was still what, 1200 or 1300cc?
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1965 Volkswagen 1500 Variant S
2000 Kawasaki W650

[Jason37]

Not to turn this into a type 3 fan thread...

but I can hear the fan sucking air through the vents on my notch at idle, but it amazing how quickly heat builds up - especially the back seat, when the cooling bellows pops off the mount.

[raygreenwood]

[mark tucker]

Im not impressed with his test jig, no restrictions to build pressure like real world full tined out engine. where/what rpm does the fan come appart at?hoiw many high rpm shift cycles has it had to test for slippage at the coupler. what rpm does it get cavitation? I could see this good on a bus if it does flow more with full tinware installed, and possiably cars /buggys too. if it truly does flow that much more air with all the tinware on the engine then a power pully should bring back hp and keep cooling as well. witch would also be great for bus applications as well as everything else. theroys and real world are not always the same thing. a lot of air can be pumped with no restrictions, but add the restrictions and you can get bleed by and loss of flow. real world test would be nice to see. not just a electroick spin up on a bench with no tin and no heads&cylinders& case & lower tin... just my thoughts. I truley hope this works. if it does I will get atleast 1. Ive seen to many "this is it" products that were in reality junk. and some of those were in production for decades...

[raygreenwood]

[mikedjames]

On a bus this fan design also has the effect of making sure that chunks of the engine bay foam seal will end up deep inside the fan housing caught in the air guide fins or jammed in the head fins ...

rather than orbiting noisily inside the fan.

And if it works better, it will do a better job of sucking out any badly fitted foam seal..
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1974 VW T2 : Devon Eurovette camper with 1641 DP T1 engine, Progressive carb, full flow oil cooler, EDIS crank timed ignition.
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Gearbox rebuild 2021 by Bears.

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[andrig's]

[andrig's]

Hey everyone, this is Andrig with Andrig's Aircooled Technology.

Thanks for all the interest in my new product.

To answer some of the speculation on this thread, let me say that this product took me a couple of years to release. It was a real challenge. Out performing the OEM fan in the existing fan shroud and tin is not easy. That wasn't even my original goal, but a nice side effect of some design choices I made in the fall of last year.

So, the fan is a one piece design, and specifically designed to be injection molded. Materials have come a long way recently. I am keeping the exact material a trade secret at the moment, but it is a material that can withstand temperatures well above 405 degrees without weakening, is chemical resistant to all automotive fluids, and alcohols, as well as not being reactive to battery acid vapors. It's plenty strong enough to withstand the forces placed on it via the stock steel mounting hub (as long as it is torqued to my specification) as well.

The fan is a lot lighter, being 74% lighter than an welded OEM fan.

Technically, the fan is a straight blade radial centrifugal fan. So, to answer one of the questions on this thread, it moves air at 90 degrees to the inlet, just like the stock fan. In fact, if you spin the fan in clear air it will suck you in if you stand in front of it. You can only feel outward airflow if you stand on the side at 90 degrees.

Someone mentioned the Corvair fan, and yes this design is similar. My blade shape is very different from the Corvair fan, which they introduced to eliminate their fan belt from jumping off. My blade design was somewhat dictated by the internals of the Doghouse shroud.
, and of course the amount of air flow I wanted to achieve.

Someone mentioned noise. This fan is slightly louder than an OEM fan, but when sitting in the car the difference is minimal. It does produce a higher pitched sound though, so the younger someone is the more likely they will notice the difference

So, in short the fan is light, strong, and produces 7 to 8% more cfm through the entire shroud and tin with all deflectors, thermostat flaps, plugs and wires, pushrod tubes, etc. Everything that can create static pressure in place.

I have an entire cooling system under design as well, which will take everything I have learned from the fan design, and cooling system design using some great reference materials, and apply them to the entire system. The goal will be to have completely even cooling on each cylinder head and cylinder, along with increased cooling capacity. The target will be for engines that need significant more cooling capacity.

Thanks again for all the interest.

[mark tucker]

ok thats awesome, show the real world ## with only balde swap. then also do it on some more vw cheepass people frendly engines...std 2276,1904,1776 etc with vw style heads& all the normal used cooling tins installed and sealing. that way the end user can see the end result that they may see somewhat closer.and loaded as in real world usage would be nice to see .dyno,track cars,etc. I hope you fan really works as well as you state.or atleast as good as the wide fans we have now. I have a bathroom fan with a blade like that one in your vid...it dont blow squat out the exit. but it sure blows air around& recirculates it. Ive built quite a few jet pumps mixed and axial flow . and when the clearances are right there awesome...when there too wide..not so much.but they still load the engine, your just not going anywhere fast.
as for rays type 1 & type 3 comparason..with bladeds angled positive & negitive/forward&reverse....hell I figured the type 3 fan pulled the heat out and blew it out the back.. what a concept a puller fan!!!

[andrig's]

[andrig's]

[spencerfvee]

[andrig's]

Oh, there was one thing I forgot to say. Someone mentioned they hoped it was made in China.

No, it's not made in China.

Designed by myself, and I'm in Colorado, and it is injection molded outside of Detroit.

So, designed and manufactured right here in the US.

[andrig's]