This may be a little long, but I found it really informative when I was writing it in an email for another member. We used the Lysholm/Whipple 2300ax blower as the example, and the topic was why go with the 2-230 intercooler over the smaller 2-231 intercooler. But seeing how many of you guys are going turbo now, I thought this was a good boost topic to post.

In the "All About Intercooling" book from Spearco they say to fit the largest intercooler you can fit in the given space. The reason I went with the 2-230 is according to Lysholm's performance graph of the 2300ax twin screw blower: http://www.lysholm.se/PDF/diagram_lys2300ax.pdf, the max cfm it will put out is 1059.44cfm (conversion factor of 1 cubic meter=35.3146667 cubic feet). This is also at the (x,y) points of 1.8bar (atmosphere psi, 14.7 + 11psi, what I boost to) if you do the conversion of 26psi to bar, you are at about 1.8 bar. To get that 11psi I am spinning the blower close to 14,000rpms. So those are my (x,y) points on that Lysholm graph - (14000,1.8)

At 14000rpm blower speed, the amount of cfm output is approx. 1059.44cfm This number is over the 2-231 intercooler's ability of flow as it maxes out at 700cfm. However, look at the 2-230 intercooler. http://www.turboneticsinc.com/liquid.html It will flow all the way to 1500cfm efficiently. **I say efficiently because yes you could stuff 1500cfm through that 2-231 intercooler but look at those cooling numbers! For example, look at the 2-230 intercooler at a liquid temp of 45*F and 700cfm: =temperature output of air of 81*F. Now compare that to the 2-231 intercooler with the same input variables of 45*F cooling liquid temp. and at 700cfm: =temperature output of air of 148*F WOW huge difference!!! Notice too that with this blower 700cfm is recognized at about 4100rpm with a 3.5inch blower pulley (to figure your blower rpm speed take the crank pulley diameter: approx. (8" X RPM speed of engine)/blower pulley size. Well, 4100rpm engine speed can be seen easily on a more aggresive downshift on highway passing. The difference of 67*F in intake temperature between the 2-231 and the 2-230 intercoolers at that downshifting instant means the difference of engine detonation and raw power!

Just for another comparison, look at the 2-261 intercooler at the input variables of 45*F cooling liquid and 1400cfm: = temperature output of air of 81*F! At twice the input cfm flow it is capable of keeping the temps down to that 81*F mark. I guess that is why the "All About Intercooling" booklet said to get the largest intercooler you can fit.

***Now after reading all of this and comparing the various intercoolers to go with the Whipple, notice that Spearco's test inlet air temperature is at 400*F -this is a comparative turbo air temp output. The hottest on that Lysholm graph air temp you will discharge is approximately 266*F (this is with Lysholms test inlet air of 20*C (68*F)) Imagine what it is like on a 100*F day though! I bet it begins approaching that 400*F test inlet temp that Spearco was using on their intercooler test.

Now imagine the Radix's intercooler. Pffffft what is it like a 2.5"x7"x5" rounding up? So, if you can put up with the fabbing part, the intercooled Lysholm/Whipple blower is the way to go I think.

 

As for that last section with that Radix jab at least the Radix comes with an intercooler. If you look at that Lysholm graph (at least where I am on it) it shows an adiabatic, occuring without loss or gain of heat, efficiency of only 54%. "The Whipple blowers don't need intercoolers" -yeah right Whipple. The twin screw may be the most efficient blower, but intercoolers do wonders.

 

i am with ya on intercoolers, they do wonders. i had my intercooler hooked up but not the water portion and my IAT's were in the 170deg race at the end of a run. once i put water in there the temps droped down to 70deg at the end of a run(both tests on 45deg days), there was a huge increase in power.

i think the power can be directly measured with your maf. for example on a 85deg day at 12psi i never max out my maf sensor, just guessing here but i bet i max out around 55lb/min. then later in the night the temps can drop to 45 deg and at that temp i hit 60lb's of air by 5500rpm and keep it flatlined till redline, probably 65lb's max or so. that figures out to be as much as 100fwhp , doesn't seem posiable but those are the numbers i am seeing. i dont think the actual air temp is efecting my power much but the temp of the fluid in the intercooler is where the power is at and that is controled my the ambiant air temp. i am really thinking about messing with the power cooler thing they did with the 05 concept lightning.

 

That AC stuff running through the intercooler would be bad ***. It would just take some good engineering, maybe some african american engineering.

 

"maybe some african american engineering" What does that mean Flyer?

Here is one:

 

the new lightenings will incorporate the air conditioning factor in intercooling.

there are many people now who do it in race engines such as turbo people job spetter and george senior of kooks.

this has been around for years, but ford is making it in a production vechile...cant wait to see it.

 

Does anyone know how big is the A/C evaporator in our trucks?

 

An F-body guy made his evap into an air/water intercooler. I forget his name, but he said it worked well I think it is funny lol.

 

I would think it is pretty cool. Pun intended.