V1 F23 conversion thermostat housing

[At4Connor]

Does anyone have a detailed picture of the coolant hose routing with the different thermostat housing needed for f23 transmission conversion for a 2.0 SC. Thanks

 

[Rauq]

This post has the best picture I ever took.

This post has a link to the two tees I used. With this setup, besides the clocking of the barbs on the oil cooler, it's identical to an LNF setup.

 

[David]

What exactly needs to be different ? Just trying to learn

 

[Rauq]

The LSJ thermostat housing is unique in that it has its own two barbs for coolant to and from the oil cooler. The oil cooler is also different from an LNF only in that the barbs are clocked differently to account for different coolant hose routing.

The LSJ thermostat housing also interferes with an F23, at the shifter cable bracket mount bosses, if I recall correctly, so you have to swap to another thermostat housing. The LE5/L61/LAP thermostat housings are all the same, I believe, and the LNF is the same except also drilled and tapped for a coolant line fitting to the turbo. All those motors have the coolant temp sensor in the thermostat housing, whereas the LSJ has it on the head, so the one on the new thermostat housing will need plugged. Most importantly, though, none of those thermostat housings have points to route coolant to and from the oil cooler.

The LNF oil cooler is teed into the coolant return line from the radiator to the thermostat housing and the line from the thermostat housing to the expansion tank. On an LSJ with an F23, to keep the oil cooler, you'll need to swap the thermostat housing to one from an NA Ecotec and plumb new lines and tee splices.

 

[David]

The LSJ thermostat housing is unique in that it has its own two barbs for coolant to and from the oil cooler. The oil cooler is also different from an LNF only in that the barbs are clocked differently to account for different coolant hose routing.

The LSJ thermostat housing also interferes with an F23, at the shifter cable bracket mount bosses, if I recall correctly, so you have to swap to another thermostat housing. The LE5/L61/LAP thermostat housings are all the same, I believe, and the LNF is the same except also drilled and tapped for a coolant line fitting to the turbo. All those motors have the coolant temp sensor in the thermostat housing, whereas the LSJ has it on the head, so the one on the new thermostat housing will need plugged. Most importantly, though, none of those thermostat housings have points to route coolant to and from the oil cooler.

The LNF oil cooler is teed into the coolant return line from the radiator to the thermostat housing and the line from the thermostat housing to the expansion tank. On an LSJ with an F23, to keep the oil cooler, you'll need to swap the thermostat housing to one from an NA Ecotec and plumb new lines and tee splices.

Got it, the reason I was intrigued is because I designed my own thermostat housing for my LSJ. I wanted to run AN lines to my remote oil cooler and expansion tank.

 

[Rauq]

I don't think I've seen anyone run coolant to a remote oil cooler, I'm intrigued. Care to share?

 

[At4Connor]

This post has the best picture I ever took.

This post has a link to the two tees I used. With this setup, besides the clocking of the barbs on the oil cooler, it's identical to an LNF setup.

Also do you have to use the intercooler/heat exchanger with the supercharged engine?

 

[David]

I don't think I've seen anyone run coolant to a remote oil cooler, I'm intrigued. Care to share?

Sure, sorry to high jack the thread. I used a Canton BL82-160 Aluminum Tube Heat Exchanger and welded some ORB bungs.
Ill take better pictures when I get home if you like.

 

[Rauq]

Also do you have to use the intercooler/heat exchanger with the supercharged engine?

I mean theoretically no but it's either not going to make any power once it gets hot and pulls all the timing, or it's not going to make power for very long. IATs will skyrocket with any boost.

The intercooler is built into the intake manifold under the supercharger, and we reuse the factory hose between the manifold and the factory fill point which is attached to the supercharger. Then plumb that and the manifold to a heat exchanger which may or may not have its own fan.

Unless you're referring to the oil cooler, in which case, no, you don't have to use it, but if you don't use it you'll have to buy and install a block off plate. It's useful to get the oil up to temperature faster and to keep oil temps from climbing much beyond coolant temps, though.

 

[At4Connor]

This post has the best picture I ever took.

This post has a link to the two tees I used. With this setup, besides the clocking of the barbs on the oil cooler, it's identical to an LNF setup.

do you happen to have a diagram or directions on how to install the df heat exchanger for the supercharger?

 

[Rauq]

The first link here has pictures on how DF sets up the heat exchanger at the front of the car.

This thread has a few more pictures and info.

These two lines will need to be connected to the heat exchanger. You should have two long PEX tubes to get coolant to and from the front of the car. I didn't put my heat exchanger up front so I don't have much input on how to get these lines to and from there.

I'll add, I find it easier and more productive to answer questions in a build thread, so I prefer answering questions in that fashion. See the link in my signature on how to link your build thread and donor info to get better help.

 

[Owenmachine]

You could go with an electric water pump/remote T stat housing.

These are old pics back when I was installing the system.