TDR i/c allows way more air to the radiator
#24
2 Props,3 Dildos,& 1 Cat
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Join Date: Jun 2005
Location: Fake Virginia
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Results:
- spoolup, no change
- topend, slight discernible advantage to AVO (~2%, could be meas error, AEMlog acceleration function)
- temp rise during a 2nd gear run: 4°C vs. 6°C, advantage AVO i/c, BUT the temps drop back down more quickly with the TDR. The AVO appears to have more thermal mass but heatsoak, the TDR airflow cools it down quick. Peak temps on the track, unknown.
I have yet to measure pressure loss.
- spoolup, no change
- topend, slight discernible advantage to AVO (~2%, could be meas error, AEMlog acceleration function)
- temp rise during a 2nd gear run: 4°C vs. 6°C, advantage AVO i/c, BUT the temps drop back down more quickly with the TDR. The AVO appears to have more thermal mass but heatsoak, the TDR airflow cools it down quick. Peak temps on the track, unknown.
I have yet to measure pressure loss.
#26
2 Props,3 Dildos,& 1 Cat
iTrader: (8)
Join Date: Jun 2005
Location: Fake Virginia
Posts: 19,338
Total Cats: 573
thanks timmy.
so basically the generalizations about how bar and plate vs tube and fin compare is supported.
a thick-wall square-cornered extrusion behaves like a big heatsink and a smooth tube lets air flow around it better.
Originally Posted by jasonc sbb
Results:
- spoolup, no change
- topend, slight discernible advantage to AVO (~2%, could be meas error, AEMlog acceleration function)
- temp rise during a 2nd gear run: 4°C vs. 6°C, advantage AVO i/c, BUT the temps drop back down more quickly with the TDR. The AVO appears to have more thermal mass but heatsoak, the TDR airflow cools it down quick. Peak temps on the track, unknown.
- spoolup, no change
- topend, slight discernible advantage to AVO (~2%, could be meas error, AEMlog acceleration function)
- temp rise during a 2nd gear run: 4°C vs. 6°C, advantage AVO i/c, BUT the temps drop back down more quickly with the TDR. The AVO appears to have more thermal mass but heatsoak, the TDR airflow cools it down quick. Peak temps on the track, unknown.
a thick-wall square-cornered extrusion behaves like a big heatsink and a smooth tube lets air flow around it better.
#30
"opening area" - as in the area between the tubes- right? The area where the air passes through looks to be twice the thickness of the tube on the TDR, whereas it's the same thickness on the bar and plate. (I think that's your point) Same number of tubes on both ICs?
I wished I liked the wizdom front end, because it looks like it would dramatically increase the front end air flow - the scooper just looks too "form follows function". It would be nice to resolve it in a spoiler.
I wished I liked the wizdom front end, because it looks like it would dramatically increase the front end air flow - the scooper just looks too "form follows function". It would be nice to resolve it in a spoiler.
#32
"opening area" - as in the area between the tubes- right? The area where the air passes through looks to be twice the thickness of the tube on the TDR, whereas it's the same thickness on the bar and plate. (I think that's your point) Same number of tubes on both ICs?
I wished I liked the wizdom front end, because it looks like it would dramatically increase the front end air flow - the scooper just looks too "form follows function". It would be nice to resolve it in a spoiler.
I wished I liked the wizdom front end, because it looks like it would dramatically increase the front end air flow - the scooper just looks too "form follows function". It would be nice to resolve it in a spoiler.
#36
Similar to the barNplate vs. tubeNfin argument - is the spacing between heat exchangers. I followed the the thinking that they should all be sandwiched together (I'm assuming your AVO was this way) so that the oncoming wouldn't create a path around the IC. Of course given you're results, it doesn't seem to matter since the coolant temp has improved and your air temps are too.
I guess you'd really need to put the AVO cooler back in their at the same position/angle to make this a legitimate comparison.
I guess you'd really need to put the AVO cooler back in their at the same position/angle to make this a legitimate comparison.
#37
So it was a bit hot today and I took the car to my 2 steep cooling system torture test hills. Talked my way out of a 62 in a 40 ticket on the way there. Road was really wide and really deserted with 6 stinkin' lanes. Rich people complaining...
Result: the coolant is at LEAST 5°C cooler than before in similar conditions. That would mean my car can do track days in at least 10°F hotter weather than before.
Result: the coolant is at LEAST 5°C cooler than before in similar conditions. That would mean my car can do track days in at least 10°F hotter weather than before.
#39
So today it was 98°F out, and I took the car to my torture test hill again.
Result: coolant 107°C, oil 108°C at the top of the hill.
During freeway cruise, coolant was barely 94°C and oil barely 100°C.
With my old i/c, I would get about 114°C coolant and ~115°C oil at the top of the hill under these conditions, and maybe 103°C coolant and 110°C oil during cruise.
A/C was also very comfy on '3', and I'm an a/c fiend.
Peak intake air temps were 55°C; at the bottom of the hill it was 45°C. The highest rise was 6°C, from 8 seconds of partial boost.
Result: coolant 107°C, oil 108°C at the top of the hill.
During freeway cruise, coolant was barely 94°C and oil barely 100°C.
With my old i/c, I would get about 114°C coolant and ~115°C oil at the top of the hill under these conditions, and maybe 103°C coolant and 110°C oil during cruise.
A/C was also very comfy on '3', and I'm an a/c fiend.
Peak intake air temps were 55°C; at the bottom of the hill it was 45°C. The highest rise was 6°C, from 8 seconds of partial boost.