i was taught that heated fuel is better for atomization and combusts better. maybe its different in vehicle motor applications.

 

I just saw 205 deg IAT, 107 ambient, 9 psi

 

If it makes you feel better I saw 150* IAT's last week when it was 95* ambient. I'm N/A too.

 

Thanks Man! Not too many people get that CBE logo! hahaha

I just have a simple run of 3/8" tubing running along the top of my fuel rails that's insulated to keep the heat out and the cool in - and just uses the "return" water from the intercooler on it's way back to the tank.

On my upcoming project I'm building a cooling loop for the fuel right into the intercooler itself.

 

Thanks Man! This setup is on my '00 4.7 Dakota. Yes - with the PCM programming the AC clutch disengages under WOT. That's where having that 2.5 gallon reservoir comes into play. That's enough cold water for a full minute's worth of boost before you even cycle thru the entire tank.

To be honest - when you initially start to cool the system the AC doesn't blow as cold as it did without it. I generally will turn my heater/AC controls to full "cold" until I get all the air in the cab cooled down. Then I turn the controls to "hot" and after you've driven about 10 minutes or so the water is all cold as well as the air in the cab.

I haven't really monitored my IATs in all conditions - I was mainly just worried about them at the track with 12 to 15 psi of boost. On the street I usually only run from 7 to 9 psi of boost and know full well that the air is still cold. This time of year the system condenses water on the sides of the intercooler as well as the throttle body when just driving "normal". (Is there such a thing?)

Here's a video from SIR..... it's a "Hot Teams" race where the race is setup over the internet and is always "Heads-Up". No dial-ins, just run'em to see who wins. (obviously in the video the camera operator thought the Mustang was gonna win!) hahaha
http://members.***.net/duner/Turbo/DunervsLethal.wmv

 

Is that on turbine engines?

Heated fuel certainly combusts better - or quicker. The problem is pre-ignition, fuel quantity/metering and detonation. Cooling the fuel down keeps it from detonating and allows me to run more ignition timing advance or lower quality fuel (depending upon circumstance). I also depend upon the correct amount of fuel to each cylinder to keep it together. Dodges have returnless fuel systems that inherently have a problem of superheating the fuel in the fuel rail at the "end" of the rail. (cylinders #6 and #8). We've measured a density/volume difference of 3.5% between cylinders just based upon the injector's position on the fuel rail if the temps aren't "controlled" with cooling. That could be the difference between a good night out or a flatbead tow truck! ;>) On diesel generator engines the manufacturers will derate the power output based upon fuel temperatures also. I forget the exact tables right now (it's been a long day), but I seem to remember it's 5% derate for fuel temps over 100°! I'll pull some manuals tomorrow to double check.

 

I can see using the ac setup on the street...but, I thought it was a no no to run your ac at the track...something to do w/ the condensate water dripping on the track.

 

I don't run my AC at the track.
At the track is where I run a separate small motorcycle radiator.....
It's connected into the system with dry-break fittings and long hoses that allow me to connect and disconnect it without any spillage or air bleeding. This small radiator then gets dropped into an ice chest full of ice and cold water. Turn the pump on and the system "recharges" in about 5 minutes worth of circulation. After it's cold you disconnect the "remote cooling" and you're ready to go again. The beauty of the "remote" - is that you aren't getting any water or ice in places that will drip onto the track and that it's so quick.

 

my IAT's are 93* @ wot in 3rd gear got to love having the turbo 5ft from the engine

 

Do you have a FMIC? What were the ambient temps?