vehicular

iTrader: (3)

That 30 degrees absolutely DOES matter, because the intercooler works the same way as the compressor (given identical conditions), only cooling the air X total number of degrees, so if the compressor outlet temp is 30 degrees cooler, the intercooler outlet temp will be 30 degrees cooler.

This is assuming that the intercooler isn't over sized for the application and that the charge isn't approaching ambient temp already. If you're already approaching ambient IATs, obviously you're not going to see a drastic temp drop. I'm in no way saying that OP shouldn't duct his intercooler/ rad. Merely pointing out that it's foolish to say that drawing cooler air doesn't have an effect on IATs.

jeff_man

iTrader: (7)

johnwag

iTrader: (3)

^^lmao!!!

answ3r

Colder air before the supercharger will have a direct effect on the air coming out. This is for a turbo but it's pretty much the same deal.
Tout = (Tin + Tin x [-1+(Pout/Pin)0.263]) / efficiency


Tin: temperature before compressor (In Rankin)
Tout: temprature coming out of the compressor (in Rankin)
Pin: pressure in (asbolute, in psi. ~14.7 psi)
Pout: pressure out (absolute, in psi. ~14.7+boost, ~25.2 in this case)
efficiency: I don't know the % for these, say 0.6

For my turbo setup, at 10C in, out at 54.5C. At 40C in, out at 89.3C. So delta in, 30. Delta out 34.8C. The lower the efficiency, the higher the "out" delta becomes.

So cool air intake doesn't matter, or does it ?

jeff_man

iTrader: (7)

It does not because like everything on the internet you missed the point of the discussion. Ducted fmic > fmic > ---- rape in prison > cai

answ3r

I never did say ducting is not important, it is.

The point is that you cannot, in any point of view, say that cai doesn't matter, because it does.

If you think I took that stuff out of some creepy internet website, I'm a mechanical engineer and design vehicles for a living.

Full_Tilt_Boogie

iTrader: (1)

Ambient temps of 77 and IAT of 210. Lets assume the temps at compressor inlet were elevated quite a bit by being drawn from inside the bay, like perhaps 100 degrees?
10.5 psi of boost
77 F = 298 K
100 F = 305 K
210 F = 372 K

((25.2psi / 14.7psi)^0.2857)-1
__________________________ = 84.9%
(372K / 311K)-1

((25.2psi / 14.7psi)^0.2857)-1
__________________________ = 84.9%
(xK / 298K)-1

x=356.435

So if you were to get the compressor inlet temp down to ambient (77F or 298K) you would be rewarded by having the compressor outlet temps drop to 356K, or 181 degrees Fahrenheit.
Thats a 29 degree drop in temp at the outlet from a 23 degree drop in temp at the inlet

vehicular

iTrader: (3)

This is you dancing around the subject. Processed carbohydrate helms or no, cooler intake charge is better than hotter intake charge, and the temperature when it enters the compressor absolutely has an effect on temperature when it leaves it.

phenixmt

Thanks guys for debating

Form my point:

-CAI is not enough efficient to drop down the air temp entering in the engine. That's why IC must be installed.

But,
-feed the supercharger with fresh air (high O2 concentration)will give you hot air with high O2 concentration at the oulet and give you a better efficient supercharger.

Actually, my air filter takes underhood air (so, more than ambient, maybe more than 100°F) :(

IC + CAI, is the dream team to give a good gain of horsepower.
I will need bigger injectors to follow the gain of O2 entering in combustion chamber.
I planning on 600cc running E85, sounds good?

phenixmt

New radiator, new fan


Piping supercharger side finished (except clamps)




New intercooler


Work in progress...

matthewdesigns

iTrader: (8)

The new setup looks good. Just don't forget the sealed ducting as has been previously mentioned, which ought to begin inside the bumper cover mouth and extend to the radiator to be effective.

As for E85, yes, 600cc injectors ought to be enough to handle it with your setup. However, I have no idea how much airflow that supercharger can produce (and can't find it in a quick search), so what you need to do is some math related to actual airflow you are measuring vs fuel needed to support it. Here is a handy rule-of-thumb list that can help you see some injector sizes and what they can theoretically support in terms of airflow in lb/min. Do keep in mind that when you use E85, you'll also need to increase your fuel pump capacity by up to 30% just to maintain current power levels without running too lean.

phenixmt

Last part of the piping on intake's side

Slacker2223

I would move that IAT sensor, many people have heat soak problems in that area behind the radiator. I would suggest putting it on that U looking piece after the IC(first picture of "the last of the IC piping")

phenixmt

Thanks for the advice.

I'm afraid that the U piece is too exposed to water on wet road. But I will think about something to resolve this threat.

vehicular

iTrader: (3)

What's the little heat exchanger adjacent to the IAT?

phenixmt

It's a oil radiator from a renault r5 turbo2

phenixmt

Update:

Intercooler tighted up, clamps on, BOV connected, IAT wire lengthen.



Still to do: Wiring for radiator fan and refill of engine coolant.

phenixmt

Hi everyone,

I have goal in sight :

Last things are done, I think I'm gonna stay with this setup.





I have a ride last sunday. Results of the FMIC was there!

In full throttle from 3500rpm to 4500rpm:
Manifold air temp was 64°F (Unfortunatly, I didn't remember the outside air temp)
Boost was at a constant 8 psi

I'm pretty satisfied of the results.

I'm gonna rebuild my B6 this winter and then I will go further in rpm.

phenixmt

G supercharger check done.

Everythings seems fine.

I have used the same oil feed than B6 turbo engine. the pressure didn't blow out internal gasket of the G

falcon

iTrader: (13)

Yeah I read the first post and this was my immediate thought...

Any power figures yet?