New and improved Heat exchanger installed, TAAA DAAA
New and improved Heat exchanger installed, TAAA DAAA
I have created a video on Utube parts 1, 2, and 3 describing the creation and installation of a better heat exchanger. The parts are broken into segments to avoid kidney and bladder failure on the part of the viewer.
The actual testing and conclusions will be posted when I get thru the next series of autocrosses. This will answer my curiosity about the interplay between the rate of cooling the inlet air and the size of the H/E core. There should be an improvement in the amount of air going thru the core due to its placement and coverage of the ‘Engine radiator air flow’.
One interesting item is that the H/E water now is flowing at a rate of 4 gallons per minute, which indicates that the coolant makes FOUR, passes thru the intercooler and heat exchanger per minute. This exposes the coolant to a very rapid heating and cooling cycle, with the benefit of holding the inlet air temperature down to its lowest possible range; so far.
Let me know what you think, there is a lot of information in the clips and the you can get an idea of what it would take to replicate this design.
ENJOY< Woody
Video #1
http://www.youtube.com/watch?v=DECjiH2aHeI
Video #2
http://www.youtube.com/watch?v=tNkQx-cMjsc
Video #3
http://www.youtube.com/watch?v=u5yfl718jYg
To the movies
Triple header Wooo Wooo
The actual testing and conclusions will be posted when I get thru the next series of autocrosses. This will answer my curiosity about the interplay between the rate of cooling the inlet air and the size of the H/E core. There should be an improvement in the amount of air going thru the core due to its placement and coverage of the ‘Engine radiator air flow’.
One interesting item is that the H/E water now is flowing at a rate of 4 gallons per minute, which indicates that the coolant makes FOUR, passes thru the intercooler and heat exchanger per minute. This exposes the coolant to a very rapid heating and cooling cycle, with the benefit of holding the inlet air temperature down to its lowest possible range; so far.
Let me know what you think, there is a lot of information in the clips and the you can get an idea of what it would take to replicate this design.
ENJOY< Woody
Video #1
http://www.youtube.com/watch?v=DECjiH2aHeI
Video #2
http://www.youtube.com/watch?v=tNkQx-cMjsc
Video #3
http://www.youtube.com/watch?v=u5yfl718jYg
To the movies
Triple header Wooo Wooo
Last edited by waldig; 09-22-2008 at 12:06 PM.
Re: New and improved Heat exchanger installed, TAAA DAAA
great job and good video.
on my old car the heat exchanger for the supercharger was even smaller than the srt6's lol.
i had a custom one built for me by a sprint car radiator manufacturer, they let me pick the size, pipe diameter and single, double or triple pass. Here is how it turned out:
The unit was a dual pass 18"W x 12"H x 2"W, uses 1/2" NPT inlet/outlets.
on my old car the heat exchanger for the supercharger was even smaller than the srt6's lol.
i had a custom one built for me by a sprint car radiator manufacturer, they let me pick the size, pipe diameter and single, double or triple pass. Here is how it turned out:
The unit was a dual pass 18"W x 12"H x 2"W, uses 1/2" NPT inlet/outlets.
Re: New and improved Heat exchanger installed, TAAA DAAA
Re: New and improved Heat exchanger installed, TAAA DAAA
I have done a little street driving and it is able to get within about 10 degrees of ambient. Mod 3 was 20 degrees and Let was higher though I did not record the difference.
By this I mean that the water temp OUT was about 10 degrees (and at times less ) warmer than the indicated air temp on the dash. This is with easy steady driving, one of my check points. What it means to me is that there is much better heat rejection capability because as the water gets closer to the air temp there is less differential and thus less heat rejection ( harder to get rid of heat).
I moderatley punched it a few times and noted that the h/e water entering was spiking much faster ( better flow) and that spike would fall so fast that I could not read it on the meters. I did a camera thing so that I could go back and Ill do a video of that too. I have achieved my goal and have plans to see if I can not make them available; but that is all on hold until I can record and publish real data next week.
There have been some reports of power increases with the cooler weather, well thats all about getting a cooler and therefore denser charge in the cyclinders. One other note is that the bigger core MOD4 does adversley not affect the running temp, when cruising normally I was able to get the 1/2 mark below center scale on the instrument panel like before. WOO WOOO.
Enjoy, Woody
By this I mean that the water temp OUT was about 10 degrees (and at times less ) warmer than the indicated air temp on the dash. This is with easy steady driving, one of my check points. What it means to me is that there is much better heat rejection capability because as the water gets closer to the air temp there is less differential and thus less heat rejection ( harder to get rid of heat).
I moderatley punched it a few times and noted that the h/e water entering was spiking much faster ( better flow) and that spike would fall so fast that I could not read it on the meters. I did a camera thing so that I could go back and Ill do a video of that too. I have achieved my goal and have plans to see if I can not make them available; but that is all on hold until I can record and publish real data next week.
There have been some reports of power increases with the cooler weather, well thats all about getting a cooler and therefore denser charge in the cyclinders. One other note is that the bigger core MOD4 does adversley not affect the running temp, when cruising normally I was able to get the 1/2 mark below center scale on the instrument panel like before. WOO WOOO.
Enjoy, Woody
Re: New and improved Heat exchanger installed, TAAA DAAA
Woody, great job!!
I'm very interested in the results. Maybe this Project answers the question how far the IATs can go down with the Stock-Intercooler (under the Supercharger)...
Keep on the good work!!
I'm very interested in the results. Maybe this Project answers the question how far the IATs can go down with the Stock-Intercooler (under the Supercharger)...
Keep on the good work!!
Last edited by SLK32Germany; 09-23-2008 at 04:12 AM.
Re: New and improved Heat exchanger installed, TAAA DAAA
Originally Posted by waldig
I have done a little street driving and it is able to get within about 10 degrees of ambient. Mod 3 was 20 degrees and Let was higher though I did not record the difference.
By this I mean that the water temp OUT was about 10 degrees (and at times less ) warmer than the indicated air temp on the dash. This is with easy steady driving, one of my check points. What it means to me is that there is much better heat rejection capability because as the water gets closer to the air temp there is less differential and thus less heat rejection ( harder to get rid of heat).
I moderatley punched it a few times and noted that the h/e water entering was spiking much faster ( better flow) and that spike would fall so fast that I could not read it on the meters. I did a camera thing so that I could go back and Ill do a video of that too. I have achieved my goal and have plans to see if I can not make them available; but that is all on hold until I can record and publish real data next week.
There have been some reports of power increases with the cooler weather, well thats all about getting a cooler and therefore denser charge in the cyclinders. One other note is that the bigger core MOD4 does adversley not affect the running temp, when cruising normally I was able to get the 1/2 mark below center scale on the instrument panel like before. WOO WOOO.
Enjoy, Woody
By this I mean that the water temp OUT was about 10 degrees (and at times less ) warmer than the indicated air temp on the dash. This is with easy steady driving, one of my check points. What it means to me is that there is much better heat rejection capability because as the water gets closer to the air temp there is less differential and thus less heat rejection ( harder to get rid of heat).
I moderatley punched it a few times and noted that the h/e water entering was spiking much faster ( better flow) and that spike would fall so fast that I could not read it on the meters. I did a camera thing so that I could go back and Ill do a video of that too. I have achieved my goal and have plans to see if I can not make them available; but that is all on hold until I can record and publish real data next week.
There have been some reports of power increases with the cooler weather, well thats all about getting a cooler and therefore denser charge in the cyclinders. One other note is that the bigger core MOD4 does adversley not affect the running temp, when cruising normally I was able to get the 1/2 mark below center scale on the instrument panel like before. WOO WOOO.
Enjoy, Woody
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Re: New and improved Heat exchanger installed, TAAA DAAA
With 10 years of Buick Grand National racing, I can tell you that this sort of information is invaluable. What a great job!
Given the size of the replacement intercooler, I'm wondering about going from from air to water heat exchanger to a straight air to air I/C. Anyone tried it?
Given the size of the replacement intercooler, I'm wondering about going from from air to water heat exchanger to a straight air to air I/C. Anyone tried it?
Re: New and improved Heat exchanger installed, TAAA DAAA
Originally Posted by SRT-8AZ
...I'm wondering about going from from air to water heat exchanger to a straight air to air I/C...
It'd be an absolute plumbing clusternightmare based on its current supercharger architecture.
If anyone could do it, it would be Woody.
Re: New and improved Heat exchanger installed, TAAA DAAA
Originally Posted by splinter
It'd be an absolute plumbing clusternightmare based on its current supercharger architecture.
If anyone could do it, it would be Woody.
If anyone could do it, it would be Woody.
I have a couple of questions that may be dumb. Why wouldn't the HE come direct from the factory like this? Why was everyone so worried about a dual intake filter and horns blocking the airflow into the radiator when this does the same thing (although air does travel through at a very restricted rate? Does blocking the air condition/engine radiator cause any long term problems? This seems like a no-brainer, but if it is a no-brainer then why do most cars come with an upper radiator and lower heat exhanger?
Thanks