Intercooler bench racing!

[sstock]

There has been lots of intercooler installs lately on supercharged Gen 1's and lots of interest in Turbo kits.
What is the science of intercooling as it relates to cooling the air and intake charge? I know when pressurizing air you create heat, and more specifically is there any steadfast rules to how much heat is created per lb of boost over ambient temp. I've heard of some blowersare more adiabatic(sp) efficient than others and that might be a factor as well. Say if you are running 8lbs of boost through a centrifical blower into a PSD intercooler and the ambient temp is 70 degrees what would the charge temp be? Without the intercooler? How much HP is in the equation?
Anyone? any ideas? Let say hp range is about 350rwhp before the intercooler.
Later
Steve

 

[GJLS]

Ok here's what I've noticed so far with my new setup

With the powerdyne at 7#'s of boost I could only run 26 degrees total timing

Now with the Novi and powerstroke intercooler at 15#'s of boost I'm running 33 degrees total timing on pump gas and it hasn't pinged yet and I think it will go a few more degrees

So I think the intercooler helped alot but I never ran the Novi with out it so who knows


Jerry

 

[fairlane]

Steve,You need to stop by Turbo Technology and talk to them.

 

[thePUNISHER]

any dont forget steve. your intake charge will only be nice and cool if the outside temps are nice and cool. unlike a liquid to air setup. i figure my blower outlet temp is close to 250* @12#s. when i pull in the driveway from a good run the outlet pipe from the intercooler to the engine is cold to the touch. of course this is in the midst of a connecticut winter. this obviously will change in july at the races. well just have to see. but what i do know is that this intercooler is very effective. i dont think theres any math or rule in relation to how much temp goes up with boost. it depends on inlet temp, blower effeciency, etc. im having a dyno session with sal in the next month. ill let everyone know then what these trucks are capable of with the stock longblock still in tact. ive gotta get my blower back from vortech first

 

[Lightning Struck]

At 350 rwhp I'd say the Powerstroke cooler is adequate.. I guess it depends on how much torque you make. The Powerstroke makes roughly 500 ft-lbs, and as long as you're making around that the intercooler should be fine.. But as Jerry has shown, you can go above that as well..

 

[Raymond_B]

Jerry will be able to tell us his intake air temps pretty soon since he's got that fancy shmancy EASE data logger

You could also put it on Justin's to see what the IAT readings are with his PS intercooled S-trim.


That is if you guys have left the IAT in the stock spot in the manifold

 

[Lightning Struck]

Well Raymond, get workin on that Datalogger for the C3P1,2,ICY1's and alot of intake temps will be read!!

 

[GJLS]

Jerry will be able to tell us his intake air temps pretty soon since he's got that fancy shmancy EASE data logger

You could also put it on Justin's to see what the IAT readings are with his PS intercooled S-trim.


That is if you guys have left the IAT in the stock spot in the manifold

Yep still in the stock loctation

Raymond I'm going to the track tomorrow and I'll send you some logs from that fancy shmancy EASE data logger with my wideband hooked up

Jerry

 

[FMOS Racing]

Steve,

Both the compressor and the intercooler have "efficiency" ratings which determines how well it operates.

Anytime you compress a gas it behaves in a particular way that's described roughly by the ideal gas law which says that Pressure * Volume = number of moles of gas * the gas constant * temperature. In terms of compressing air, several of these things drop out and we reduce the formula to simple ratios - Pressure before compression/Pressure after compression = Temperature before compression/Temperature after compression. Keep in mind that this is VERY simplified but it's also close enough for what we're doing here.

Complicating the proportional rise in temperature is the efficiency of the compressor - a good centrifugal is about 73% efficient, a good turbocharger about 76% efficient, both of these numbers are at max efficiency. So, the rise in temperature is then divided by the efficiency of the compressor to get a total temperature rise.

The opposite is in effect for intercooling...

Ok, work calls. I'd love to go into more detail but would just encourage you to visit http://www.turbofast.com.au/javacalc.html and play with the apps there. They'll show you what you want to know if real world numbers.

 

[Guest]

Jeff, put the pocket protector down!
Here's all I know, with Mike Arnett's system he said the difference between the inlet and outlet temps was only 15 degrees.
Now this is in Las Vegas and I don't know what time of the year he tested it.:tu: