Just want to share with you guys some of the data I have collected since October after finishing the new build in the V. A little background on the car as many of you may have never seen it. I have searched high and low for hard data on this intercooler and have seen where others have tried to find it as well with no luck. Figured I'd share what I have found.
Combo currently consists of:
LC9 (Aluminum 5.3), 9:1 Compression with Weisco Pistons and Compstar rods.
Stock casting 317 Heads with typical valvetrain upgrades.
LJMS Stg 3 turbo cam
Billet Borg S484, .96/1.10
417 Motorsports 1500hp intercooler with 417 Water Manifolds and -16 feed/return lines.
EMP pump with a confirmed 20gallons/minute flow at the return
5 Gallon ice box
First time out with the car it ran pretty well on a very conservative 14-15psi boost and very very low timing. I was a little concerned that it was only back halfing 23ish mph, but I had no idea what to expect from the new combo in a manual trans, 4000lb car. Mid 10s at 136-137 wasnt bad for a first day out though.
After reviewing the datalogs when I got home I was shocked to find that MATs were shooting so high, so fast that the car was pulling tons of timing at the 1/8th mile (pulling timing starting at 150*), despite having 20lbs of ice circulating through the system and outside ambient temp around 55*. I found it a little odd so I made some calls and was advised that you cannot run the MAT sesnor in the back of the hi-ram with this intercooler due to that being a low flow area and only reading heatsoak and not cooled air temps. Done.
Immediately after putting everything back together I had to test. Found virtually no change in MAT readings... This is odd. It was explained to me that my Rule 2000 pump and 3/4" feed and return lines along with the fitting combo wasn't allowing for enough water flow. So I revamped the entire setup. Insert 417 Water manifolds, and -16 feed and return lines along with an EMP pump. Sweet, we now have verified nearly 20gallons per minute through the system at the return. Surely this will get things cooled down...
Next track day was 50-55* ambient, slightly negative DA. Once again, running 20lbs of ice per pass cycling the water just before the burnout... 170* + rise in MAT on some passes around 25-26psi boost, going through the traps at north of 200+* but decided not to pull timing untill 200 because there is no way these MAT temps are correct as I'm told. It has to be a sensor issue.
After more discussions I am told that these temps just simply can't be possible with the flow I have, ice, and the intercooler with this turbo and power level. It HAS to be my sensor that's bad because it's the ONLY thing that hasn't been changed and once again I'm assured that's definitely the problem. I removed the GM MAT sensor that is often used for these combos and purchased the Holley MAT sensor. Should be good now. I immediately went out on 25psi boost and without even datalogging realized my original sensor was reading perfectly fine all along. The second the car goes in to boost, the MAT shoots up. Ambient temp on this pull was 30*, 20lbs of ice in the tank. 66* rise during the 1500rpm worth of boost only up to 5700rpm or so.
Lets turn the boost back down to gate pressure and turn the water pump off all together and make pulls, back to back, and compare the temps/rise versus running the system full of ice and with the pump running. The MAT rise is virtually identical, on identical pulls. This is 3rd gear only running up to 5500rpm. Again, Roughly 1500rpm of the turbo being online (16psi peak boost) and the MAT has risen roughly 30* whether the ice was flowing or not. The only difference in the curves is the MAT started lower with the ice flowing, as the intercooler IS capable of dropping temps at idle.
Dotted line is with the pump OFF. Solid line is with the pump ON, and again, circulating ice. I directly overlaid back to back nearly identical 3rd gear pulls for comparison.
I began to convince myself that the pump itself must be shutting down somehow as soon as the car goes WOT. IT had also been suggested that G-forces must be stopping the water flow dead in its tracks as soon as the car accelerates... SO I went home, came up with a ridiculous rig to film the return flow INSIDE the reservoir during a WOT pull. Pull starts around 15 seconds in the video and is a solid all of 2nd, all of 3rd, and a bit of 4th gear before I slow down. Not so much as a hesitation in flow... https://www.youtube.com/watch?v=tJ99...ature=youtu.be
At this point I have exhausted all avenues that I know of to get the temps under control and this is the hard data that many people have asked for.