After a few days in the planning, the ball was set rolling by employing the services of a local radiator manufacturer. A core was ordered from Oz and less than 2 weeks later it was ready..

The OE pre-rad which has seen better days.


A few bolts to undo and the old one was removed.


As can be seen below, quite a difference in size between the new twin and the old single core rads.




New brackets were welded to the new unit which utilized the original mounting points.


The design allowed the PAS and gearbox coolers to be fitted as per factory.


The sharp eyed will have noticed the 2 brackets on the top of the rad.


These are to facilitate the mounting of an engine oil cooler.


Waiting for the crash bar and bumper to be re-fitted.


All done.


Went for a quick spin to ensure all was working well. Will recorded some measurements over the weekend after I've added some water wetter to the water and all the air has been bled from the system.
Gary

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1994 Toyota Celica ST205 GT-Four Group A WRC - running in rebuilt engine....

now that is a very neat job, well done

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Sprint ST165 aka "The 500BHP Sledgehammer" #6 in the Toyota Sprint Series. GT3071 1.9bar

Results will be interesting, wonder if this will be a goodish alternative to an FMIC??
I wonder if installing some fans to the rear of the new rad will make an improvement when sitting in traffic??
Just out of interest where will you be plumbing the oil cooler feeds too??

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ST205 WRC #0002249

I'm waiting until the next oil chnage to finish off the oil cooler install. I'll be using Mocal bits with a waxstat to control the temp.

Fans would make no difference at this stage as the pump is only activated when the throttle is open. However, I am considering trying to see what happens when the pump is run full time. I'll also be fitting a water sprayer which will be controlled by a Cusco box of tricks.
Gary

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1994 Toyota Celica ST205 GT-Four Group A WRC - running in rebuilt engine....

Looks very tiday Gary....pro job indeed.

Looks like you could solve global warming with that thing! Very impressive

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Now offering:
Servicing & light body repairs *qualified mechanic*
185 & 205 under-bonnet battery relocation kits
CT26B Turbo clocking bracket *CT20 version soon*
Metal polishing service *Up to show standards

Look forward to hearing how the bigger intercooler rad has affected temperatures. The Group A cars also had a swirl pot in the intercooler system so they must have had some issues with aeration of the coolant.

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Don
GT4DC Chairman
1994 Toyota Celica GT-Four ST205WRC JDM 269bhp @ 0.9bar
1994 Toyota Celica GT-Four Special GT 590bhp @ 1.8bar
1989 Van Diemen RF88/89 Formula Ford 1600
2008 Nissan Patrol GU 3.0L ZD30DDTi 154bhp

That's spooky

Just got back from a spirited run in the country where the engine check light started to flash indicating low coolant level in the WAI. Opened the cap to find a huge amount of froth coming out. Aeration big time. Guess I need to invest in a swirl pot.
Will explain why the inlet temps were no better than with the OE rad - in fact, they were actually slightly worse at times. Oh well, the fun of trying out new things.
Gary

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1994 Toyota Celica ST205 GT-Four Group A WRC - running in rebuilt engine....

ooh, looks pretty much like a stealth FMIC setup

oh. can someone explain what aeration is?

Aeration is where the liquid - whether it be coolant or oil becomes mixed with air and bubbles result.

Aerated fluids are difficult to pump and are less effective at carrying out their roles - lubrication or cooling.

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GT4DC Events Co-ordinator
1996 ST205 UK

Gary nice size

A few questions to ask first.

1 did you do any research into ascertaining if the pre radiator or charge cooler would benefit from being increase independently of each other.

2 did you monitor the charge cooler coolant temps from charge cooler to pre rad, both sides, these would indicate what would be required for an improvement, without stabbing in the dark.

3 did you calculate the flow rate , as you have now increased the volume of the coolants, plus additional flow restriction would result due to increase core size.

4 have you included a coolant swirl pot with emulsion tube set-up.

5 Would it not cause problems with engine water cooling, all that restricted air flow now.. I was lead to believe the rule is no more than 2 cores, but then again maybe over in NZ they do car building different than we over in the UK do.

Would it take 30 minutes of track time driven hard , at 350 bhp

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.

Hummm interesting about the Aeration.

I hope my swirl pot design will do the trick, not sure about the sizes of the lines etc, but then it is only for air
Just having problems sitting it higher then the rad at the moment

& i've just realised i'm talking about my rad & your talking about the CC rad... Doooooohhhh
Forget me I only half read posts these days

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ST205 WRC #0002249

Please note the aperture gap lower down, this allows air to flow over the engine-cooling radiator, with out this, any reasonable periods of power would result in higher engine temps, not good…the end result could lead to having another engine rebuild..

The use of multiple layers of cooling radiator causes for poor efficiency of function to all radiators involved, this is caused due to the reduce air flow.

This above picture is a typical layout, which seems to be used widely on many sorts of turbo charged vehicles. seem capable of dealing with any sort of power output.

I do think using an alloy pre cooler, is a good move, however sizing needs to be suitable for each application required.

The charger cooler pre rad clearly blocks the air path to the engine coolant radiator, the most critical, this would worry me somewhat!.

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Black UK 96 205 shed with heater full on telemetry.

project six million dollar 185, faster, stronger, lighter than before.

yeah - i think it comes back down to making the car work reliably before making it go fast