kinda like the gintani ? has anyone done any thorough testing of one yet? what happened to all the hoopla about that unit? it looked good .

 

Good stuff, big_howe
Excellent observations.... wish I had your instrumentation budget.... maybe someday...

And good job understanding the futility of turd polishing, DrPhil!

I heart this thread.

 

Yes and no IMO. The water is generally( and I say this loosely) more stable, but when it heat soaks it will take a while to come back and never get the same approaches as the A2A.

The basic problem is the nature of the car. The IC is in a ***** location and we're all driving the M45 way beyond it's intended range making mucho heat. To a degree we just have to live with it. I'm a big proponent of water sprayers on the outside of the IC, it makes much more difference than folks realize and it's pretty cheap.

Or for the best of everything, just wait for the TVS.

P.S. Is Gintani even still around?

 

Since this thread is all about everything IAT, I just wanted to revisit a very old issue (well for those of us who have been around a while...)
Some may recall there was quite a discussion a couple of years ago about the VGS mod raising inlet temps. I had installed this mod very early on as I had a real "yoyo" and flat spot problem on my stock pullied car. I also did see SC out temps over 200F often. Sid (MSFITOY) was among those who saw high temps and then lower temps when the VGS was removed. Recently Jan suggested I remove it.
Cut to present, and while changing the cam, I uninstalled the VGS. I have only a few observations since then, and ambient temperatures have been in the 40s and 50s, but I believe the SC-out temps are lower on average. That said, what's interesting is the failure to see significantly lower IATs. Of course, I'm using the TMAP sensor to observe these temps, and the difference might be in transient temps more than long term averages. Anyway, bottom line is that I can't tell any difference in performance (when have I ever? I've got the most misunderestimated popo dyno on the planet!)

Over and out

 

A SC out of 200F. Cruising or running hard? I see 350F+ on a hot day, closer to 300 when cool out and running hard.

When I would go out and run the car hard and then cruise for a number of minutes on warm days, say 90F+, the car cruises at 175-185F SC outlet temps. Most folks don't want to know how bad the temps look.

 

That's ^ nuts.

I think I'm just going to start pretending to drive while parked in the back of a refrigerated truck that hauls me around everywhere. Problem solved.

 

that which you don't know about doesn't matter....... right?

 

The thing some folks don't understand is it's a density issue. Just cooling it down after it has been that hot won't entirely cure the problem. That's why I have to laugh when the "old racers" drag out the rules of thumb and educate the rest of us. The 6F per 1%hp type stuff. It doesn't when you've twisted the system as far as we have.

 

many are still trying to twist dyno figures hoping somehow they will catch up.....

better to get back to the old drawing board

 

So are you saying physics have changed? Whats the new rule?

 

What would be interesting would be to better map the relationship of temp, volume/flow and density at each point in the induction system... pre-SC vs SC outlet vs. IC outlet vs. manifold... of course the same number of molecules are flowing through each point.... so changes in temp and pressure at each point would be cool to know...

 

first you need to understand what he said.... then you won't have a question about the physics

 

I agree SC out temps are very high (higher for those with 17% and 19% pulleys remember) and there's a chance that with small pulleys and high rpms the inefficiencies of the design get in the way. I regularly saw 230F in heavy traffic in summer (ambient at 90F) but rarely have I seen above 250F.
Nowdays, albeit with low 50F ambients I see 180F often.

 

Physics hasn't changed, the old worn out rules don't work. Do you think they ran 350F inlet tract temps back when those were coined?

 

What pulley are you running? I have the helix pulley so it would be interesting to swap the outer sections run some tests. I'll add that to my "do in free time" list which is probably going to happen shortly after you see pigs with wings.

 

Blower motors don't like hot days with high humidity....... AND never will.

102f / 85% = 365f inlet after a hard run up to 115mph w/16 pulley. Have no idea what the blower temp is but it's working pretty GD hard to compress that bad air.

My body doesn't like that kind of weather either.

 

Despite the high summer temperatures, those of us in the southwest don't suffer from high humidity. Of course, at 5000ft elevation I don't get as much oxygen as the rest of you....ooh, I'm dizzy just thinking about it!
btw, to big howe, I'm running a 15% pulley.
I wonder if the higher altitude affects the SC compression and tempertures--I'd imagine not as there's still the same volume of gas, it's just short on oxygen. Or not--this is not my strong suit.

 

The O2 content stays at 21% everywhere, it's just spread thin:

The percentage of those molecules that are oxygen is exactly the same: 21%. The problem is that there are fewer molecules of everything present, including oxygen.

So although the percentage of oxygen in the atmosphere is the same, the thinner air means there is less oxygen to breathe.

 

Thanks JIMINNI--now I know why I'm dizzy...
I guess if it's spread thin up here, the SC just doesn't produce as much oomph--as my boost gauge indicates.

 

I'm still dizzy from my highschool day's

 

You would have been pretty good at jetting the old mechanical, Kinsler, fuel injection. A new use for "the cloth". Weather, altitude & track conditions needed special attention. If anyone could come up with a base formula for jet & presure selection it would be you. You could even keep "the cloth" in your back pocket 24-7............................ Maybe wear a hat like Jack or Smokey..........

 

Well i am by no means trying to correct anyone, just adding what i think. The boost gauge shows gauge pressure. Thus say it shows 15 psi for instance that is what the SC boosts above the atmosferic pressure in your area. I stand to be corrected but theoretically your gauge shoud show the same weather you are at sea level or 5000 ft above. It might change slightly due to air density. So my pointless point is that at sea level you have 1 psi more boost than at 4500ft.

We are also 4500 ft above sea level so we also have thinner air and with summer temps in the 90 - 100 F constantly.

I have a 17% Pulley on the way so i am seriously looking at cooling down the inlet air. I geuss for my with a stock IC water spray will be the first thing and then CAI.

Otherwise I love what Carbonized have done and might also give something similar a shot.

 

*****, water spray or meth injection would be a good thing.

What I don't see is AF & EGT at these altitudes.

 

I can get a local window washer kit for about what you would know $15. Think that would make a great base for a water sprayer as it comes with a water tank, pump, wiring and sprayers. I will do a how-to when i do it.

Sorry for not knowing all the abbreviations and English is not my first language but what is AF & EGT?

 

AF air fuel ratio, EGT exhaust gas temperature, IAT inlet air temperature, TMAP temperature and manifold absolute pressure, IMD inlet manifold diverter, FAD fresh air diverter, CAI cold air intake, SC super charger, IC intercooler, DFIC direct (horizontal) flow intercooler.
What am I missing?