flee
Veteran Member
This seems logical. Has anyone made an insulating gasket for the I/M?i found that the intake gasket must be a heat insulator, head heat aluminium intake too easily and also intercooler.
Dieseleux
This seems logical. Has anyone made an insulating gasket for the I/M?i found that the intake gasket must be a heat insulator, head heat aluminium intake too easily and also intercooler.
Dieseleux
Along these lines, I think one major improvement on an AWA setup would be running G12 mix instead of just water, if you expect to see sub-zero temps. Frozen intake air probably isn't the best for warm-up, but frozen AWA fluid could lead to burst intercooler cores (hydrolock risk!), burst tubing, destroyed circ. pump, etc.Water ice=air/water IC crack and leak, possible hydro lock!
Too cold air in TDI dont make power.
Dieseleux
How is it going to remove moisture? Yes, that's a trick question. BTW: do you own an impeller store?So I had a crazy thought the other day. For drag racing with an ice reservoir, a second air to water intercooler could be placed before the turbocharger. This would provide additional cooling to the less dense, higher velocity air and would also remove moisture from the charge. Just sharing a thought that others may be able to build off of.
Yeah, I was talking about using an ice reservoir. It was just an idea on taking an opportunity to cool the air to near freezing pre and post compressor.On a drag car, you would use an ice box to cool the intercooler coolant instead of a radiator.. If you want it REALLY cold, you dump dry ice into it, but you'll need coolant that won't freeze LOL..
The issue is that there is a pretty healthy airflow going through the duct. When the moisture condenses, it will not likely just sit there waiting for you to change out the IC, it will end up impinging on the impeller - causing pretty serious erosion. It COULD be separated from the airflow with an inertial separator, but that requires you to turn the airflow abruptly, losing a lot of energy.Please, no impeller jokes. Why are you trying to knock a new idea with no real contribution.
Moisture is going to condense on the 32 degF surface, and then it simply needs to be separated from the airflow. A quick change intercooler could be used and swapped for each run. How did VW resolve the issue with engines that were hydrolocking from frosting in the intercoolers up north? I am not going to look into how beneficial the idea is since I am not building a drag car and only sharing a thought for other people to ponder.
Yep.. Ice box.. Spend a day or two at a dragstrip during the summer and you'll see a bunch..Yeah, I was talking about using an ice reservoir. It was just an idea on taking an opportunity to cool the air to near freezing pre and post compressor.
Looking into cooling baths (http://en.wikipedia.org/wiki/List_of_cooling_baths) is an option to get below freezing but I would think it would be higher maintenance with the chemicals.
Know it's been a while since you posted this, but the Grand Prix guys have m90 superchargers, and have started making ICs out of phenolic to keep the heat transfer down, and the weight as well.So what he is saying is that the intake mifold that is bolted to the head heats up too much and in turn heats up the IC that is part of the I take now?
Were you able to cool the water down with a pump and heat exchanger?
http://www.3800pro.com/forum/sale/3...-iii-gen-5-v-l67-l32-eaton-m90-stage-3-a.htmlphenolics are used as insulators, not intercoolers.
you run a separate loop for the IC with a small radiator and pump. Mine are off the inverter cooling loop from a 1st gen prius that I found in the junkyard.Any winter issues?
BMW runs A/W intercoolers on gas engines -- M3 and M4 series--possibly others too. They are reasonably compact and serviceable for the heat exchange capacity they bring, from what I can tell.
So, OEM's do it successfully, but it's shied away from by DIY'ers and engine builders/tuners/racers for the added complexity. I guess OEM-grade heat exchangers have gotten a lot more reliable in the last fifteen years or so; hell, my 335d has an A/A intercooler, but it still has FIVE heat exchangers in the engine bay.
For niche builds like rear-engined water cooled (vanagons, etc), you almost have to use A/W (well not really, but it avoids many other headaches from what I've read).
medium and heavy duty trucks used to do it that way long ago, but they're pushing 40k lbs with a 200hp enginewould a constant 190* intake air temp be good if it were cooled with engine coolant?
Pretty sure 190F IAT would be more like an air to water to air heater, way to hot.
Check out page 26. Charge Air Cooling Coolant Circuit (Low-Temperature Circuit)
http://pics3.tdiclub.com/data/517/820433_EA288.pdf