Originally Posted by
TheDodgeGarage.com
Alexander Melnikov quoted Vic in Phoenix: I have no tech data concerning this part (i.e. how it goes in or
what the benefits if any are) Gary's note: they are talking about coolant redirector which goes between the waterpump housing and the block on a Turbo III engine.
If the part in question is the T-III component, it helps redirect the coolant across the front of the block. The T-III coolant exits on the driver's side, of the head. The "path of least resistance" (coolant in the block) would be to enter the block, go to the rear of #1, turn right, travel across the back of cylinders 2, 3, and 4, and exit out the thermostat housing. This produced "coolant stagnation" and hot spots at the front of the block. The direction plate is split in the middle by a plate, with a flared tip on the back edge. This flared tip would influence coolant to make a sharp right turn, upon entry to the block. The simple part was just enough to eliminate nearly all of the stagnation and restore adequate/proper coolant flow.
Concerns: Placing this component on a 8-valve engine can cause too much of the coolant flow towards the front of the block.
With the 8-valve head, the "water-box" is in the front of the head. The normal coolant path (in the block) would be to enter the block, go to the rear of #1, turn right, travel across the back of cylinders 2, 3, and 4, turn right (towards the front of the engine), come back across the front of 4 and 3, and exit. Obviously, the coolant is being transferred into the head, throughout it's path; But a large percentage of coolant will be taking the stated routes. Too much coolant may desire to make the sharp turn and exit the block, from the front. This can generate the same T-III issue, but at the rear of the block.
If the part is desired: If this part is desired on an 8-valve application, then the flair/baffle size could be reduced. A rough estimation may be to reduce the flair/baffle to approx. 10-20% of it's total size.
Please remember to shim the bottom water pump mounting location the same thickness of the "re-director"/coolant baffle. Using this part/these mod's, on an 8-valve head, are at your own risk.
Benefits... unknown.
WATER PUMP: Why was the water pump rotation reversed?? A couple of reasons...
The single most important one is that it allowed for a larger impeller to be used. This raises the water pump efficiency at lower engine speeds. Water pumps are primarily designed for peak efficiency at low speeds, to generate enough/greater flow for engine cooling. The downside of this is that a larger impeller will cavitate earlier, at higher speeds. In some previous posts I have mentioned going to the older style pump, for this reason. This can really be found useful in DOHC/Lotus applications. The fan may cycle more at low speed BUT a gain in engine cooling, at high RPM, can be achieved. Owners of later model vehicles may notice that 3rd or 4th gear operation, on the highway, may yield a much higher engine temp. This is regardless of cool ambient temperatures. Utilizing the older style pump will basically achieve what an under drive pulley kit does.
Previous post on water pumps-
If you are willing:
Going to the old L-body water pump will help. The impeller disk is smaller in diameter,thus lowering tip speed. This will reduce the risk of cavitation at high RPM, without going to an under-drive system. This will help most applications, including DOHC engines. Although, the DOHC requires additional mod's.
NOTE: Mod's will/may include: Welding on an additional nipple, for heater hose connection. Fabricating an alternator bracket. All depends on the application.