oooooh ok....I would of liked to fix it but didnt trust anyone down here or knew much people to repair it. So now its gone.

 

Maybe more angle & wider - no wasted space. The end tanks would be pretty trick. I like it!!!!!
The bad news is the angle. The end tanks or the core would would take time to fab. The good is that the IC could extend as close to the hood as the engine rock would allow - the diverter - scoop in the hood would have a larger volume of air for cooling...... cooling everything......

Partsman, I'll be back later with some data. Yesterday was a good test. At 7:30pm last night at Logan it was 92f. On 91 at 4:30p it was 97f & 7 - 12 average mph for a 25 mile stretch...... It was enough to think, why would I want a car at all????? Mass drivers are some of the worst drivers ever.... They are on meds, with cell phones, driving 4000lb vehicles, it's no wonder people drive drunk!!!!

 

now now . everyone knows rhode islanders are worse . they all seem to think everyone knows where they're going . i know it's a small state but jees do they all really know each other ?

 

The last big run he went on he had to run with his heater on to keep the car from over heating. I also think he had some recent issues with it . It will be interesting to see if he posts both sides of the story.

 

Any news on M7 developing a mass produced IMD that novices like me can buy? I'm not good at "doing yourself" manufacturing as are most of you guy's are .

 

Sounds like COR BLMY's observations - I'd like to find out if there is a delta in cooling rate between these two different passive methods of underhood heat extraction, swiss-cheese vs. hot air extractor. Based on your observations, the HAE may have some advantage when idling or at low speeds by using a channel for the air, instead of relying on diffusion of temperature gradients.

 

Not wanting to speak for Peter, but the IMD may not be an ideal part for him to produce, as not a whole lot of people are willing to Dremel off a good chunk of their rad shroud.
Plus, his plate is already overflowing.

 

In lieu of completely removing the whole top of the shroud, could we not just make a " tunnel " where the bottom plate of IMD sits? PS. i,m sorry if this has been discussed before.

 

Are you saying leave the hood seal completely in tact, but Dremel out a hole in the shroud for the IMD?

If you're able to reach the radiator hose to rotate it away from the manifold with the shroud like that, then I think it would be fine. Moving the hose away from the manifold is a must for the concept to work.

 

Partsman, looking back at your very first post on this thread, it looks like some of the shroud could have been left intact on the left and the right. I'm not to sure about leaving the top seal there, do you think there is enough plastic to hold it up? Also your post on 6/02 #278, is that the finale revision that you used? Looked good. PS. I ran into a post on the internet showing all of this, is that your post? I'm at work right now so I can't access it, but I have it on my favorits.

 

Thanks, and yes, that is what mine looks like now. I have been considering turning it back to the plain aluminum to match the DFIC diverter.
Were you searching for something and found it? Can you post the link?

 

[quote=PARTSMAN;1600142]Thanks, and yes, that is what mine looks like now. I have been considering turning it back to the plain aluminum to match the DFIC diverter.

Were you searching for something and found it? Can you post the link?
Yes I will, when I get home .

 

That would be cool, thanks.

Getting back to your question about the tunnel, check out DrPhil's IMD from the pic he posted...

...not quite a tunnel, but he left the drivers side part of the shroud in tact. I'm not sure a tunnel would be as effective as removing the all of the shroud in front of the manifold.

 

Partsman here it is , I belive it's from DrPhilGandini. http://gandini.unm.edu/PGpages/Interests/DFIC.htm

 

Hey Guys, great thread. Great ideas and work. Keep it going. And, thanks for all the postings so chickenshits like me can live vicariously through your work.
JS

 

Yes indeed...Keep up the great work Dr Phil, Partsman...

 

Thanks Joel, glad you found the thread. The IMD concept is not for everyone, but it does work quite well.

Thanks Sid, yours will be done soon.

 

Whether you're making 180 at the wheels like me, or 230+ like Sid or others in the upper balcony, engine heat is a problem--and measures to keep it down have value. I have been experiencing 100+ (103 today) ambient temperatures this last week or so since returning from my vacation (in Italy during a heat wave, of all things!!) and am surprised how tolerable the airbox and IATs have been. After some driving it's hard to get those single-digit approaches in traffic, but sub-20 is doable most of the time. There are many ways to skin the cat, as they say, but they all seem to add up to fairly good performance in daily-driver conditions. Of course, Joel's exit scoop would be a great addition to the engine bay heat control.

PS. I'm pretty convinced that the DFIC works well to lower temperatures across its core, but finding ways of getting hot air out from under the bonnet at all speeds, including stopped, shows great potential. I saw the Audi R10 Lemans car in NYC on my trip--and that wonderkind has incredible airflow management...

 

Pretty fascinating for sure:



I haven't checked-in for quite a while... Really neat stuff guys! With the heat generated from the Eaton, especially under Summer ambient temps, this might be the best we can do; minus injection of some type. The Rotrex is certainly appealing though...

 

I also had the pleasure of seeing the R8 "supercar" in person at Audi NYC!
Anyway, I must also report that so far I have yet to see my water temperature exceed 198F, including when running the AC with 102F ambient. There's still tremendous heat under the bonnet upon arrival at work, but it's not excessive, and not being exacerbated by these intake mods.

 

Audi was supposed to have the R10 lemans car down here but the city wouldnt let them because of the noise ordinance or some other BS. The r8 was running this week at lime rock. the person who bought my cf hood is one of the drivers i think who is coming down here today to pick it up.

with all this research on making the IT temp lower.....wouldnt a FMIC be easer to design for less than what is out there and do the same thing you guys are trying to achieve???

 

[/quote] Of course, Joel's exit scoop would be a great addition to the engine bay heat control.

PS. I'm pretty convinced that the DFIC works well to lower temperatures across its core, but finding ways of getting hot air out from under the bonnet at all speeds, including stopped, shows great potential. I saw the Audi R10 Lemans car in NYC on my trip--and that wonderkind has incredible airflow management...[/quote]

Everyone who is interested in an Exit Scoop, write or call Peter. Let him know you're interested. He needs a business case to incur the cost of the molds and fabrication. Hopefully Randy has the prototype installed and photos can be taken and published.
While designing the exit scoop, I made the hole larger then needed to allow some underhood heat to excape while the car would be seating still. I think this will help the intercooler but what you guys are doing - I applaude you.

 

a couple of small muffin fans in that exit scoop would be nice for standing still . but at speed who knows ; they could possibly overspeed and grenade .

 

could a stock ic set up see any down side to doing this ? the intake would still get the benifit of the increased air .not to mention getting the coolant hose off the intake .wouldn't the scoop still pull air across the ic?

 

Yes.
You would have to seal the small gap at the front of the stock IC where it sits just above the manifold so you wouldn't get pressurized air entering directly under the stock IC.
The scoop would still force air through the IC, and you would benefit from moving the rad hose and the increased air flow.