A/W Intercooler - Coolant flow direction?
03-15-2017, 10:21 AM
#92
Don't know yet. I still have some tests I want to run before making that decision.
-do some static flow tests with artificial cooling (ice to res) to compare ict thruout the system
-get a log of cruise and wot with the pump disconnected to compare ict/iat.
-get a log of wot directly after artificial cooling (ice to res)
Depending on outcome, I may jut remove everything and spray about 20gpm of meth when in boost.
-do some static flow tests with artificial cooling (ice to res) to compare ict thruout the system
-get a log of cruise and wot with the pump disconnected to compare ict/iat.
-get a log of wot directly after artificial cooling (ice to res)
Depending on outcome, I may jut remove everything and spray about 20gpm of meth when in boost.
Just for kicks and giggles, have you contacted KB about why they arent able to control the heat better? or are you just past where they recommend the kit?
03-15-2017, 10:22 AM
#93
No comments on the profile of the IC-out/HEX-in temps? I can't really wrap my head around the temp drop entering boost. However, imo, the sharp and continual rise upon throttle close supports my original theory of the IC not flowing coolant the length of the IC. It is basically acting as a heat sink and heat is being conducted thru the stagnate water to the end tank where water is flowing thru.
Last edited by BigKID; 03-15-2017 at 11:01 AM.
03-15-2017, 10:32 AM
#94
You see a similar thing with ECT after a drag run. The water temp is just slower to react than you would think. Water is hard to heat up, which is good and bad. The best you can do is maximize heat transfer via large area and high turbulence.
03-15-2017, 10:53 AM
#95
Just for kicks and giggles, have you contacted KB about why they aren't able to control the heat better? or are you just past where they recommend the kit?
As far as being past where they recommend the kit... the old C5 literature touted capable of 800whp. However, every account other than KB's of the old C5 kits had the same IAT issue. That's why I keep falling back on the IC 'flow'pa.
Last edited by BigKID; 03-15-2017 at 10:58 AM.
03-15-2017, 11:53 AM
#97
my short experience with KB is they have terrible customer service, and their kindergarten website makes them seem very arrogant. my one phone conversation asking simple questions was very short. They promised to e-mail me a PDF of the install instructions and I never received it. I later sent an e-mail asking about the bigun intercooler and what I should expect with the upgrade. I never heard back from them. the ford guys make some major power with them though. maybe we can see what's different with their setups.
now that you have all of those fancy temp sensors, you could try water wetter and see if it makes any difference at all. some of them claim 10-20* drop in temps.
now that you have all of those fancy temp sensors, you could try water wetter and see if it makes any difference at all. some of them claim 10-20* drop in temps.
03-15-2017, 12:49 PM
#98
Since the internal compression of the rotor pack is 15psi, I would presume the discharge temp, in boost or not, is always inlet temp + 150* so there really is no 'cooling' air when not in boost like a roots. This could be part of the reason the system continually gains heat. The IC is always trying to pull 150* out of the air. When throttle is open, the CFM of that ambient+150* air is simply overwhelming when there is not a large delta in the coolant. Notice in the previous graph, at peak IAT there is a 147* delta from AAT and starts leveling off.
03-15-2017, 01:05 PM
#99
the compression of the rotor pack is 2x the pressure it is fed. Not necessarily 15psi. Regardless the theory is right. At idle if youre at 70KPA youre still creating boost with the rotor pack, and to make matters worse youre circulating that air in a very hot aluminum intake.