Lingenfelter intercooled intake for a turbo application?
Lingenfelter intercooled intake for a turbo application? I know it's not cheap, but would this be a better option in terms of packaging and performance for a turbo application in a swap? I'm guessing you'd have about $4k in this water cooled setup, but it eliminates all the piping to the intercooler, the air to air intercooler, and all the space it takes up.
http://www.lingenfelter.com/mm5/merc...5#.UyXjE_mwJcQ
In some of the other literature it's rated for 1600hp which is beyond my goal of about 1000. I haven't bought a manifold yet either so I would be spending $500 on some kind of intake anyway.
http://www.lingenfelter.com/mm5/merc...5#.UyXjE_mwJcQ
In some of the other literature it's rated for 1600hp which is beyond my goal of about 1000. I haven't bought a manifold yet either so I would be spending $500 on some kind of intake anyway.
Here is another option along those lines...
http://www.yellowbullet.com/forum/sh...d.php?t=549765
Andrew
http://www.yellowbullet.com/forum/sh...d.php?t=549765
Andrew
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Joined: Aug 2004
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looking at the Nelson intercoooled X-Ram is there sufficient space after the changecooler bricks to allow for even air distribution across the cylinders? To me it looks very tight and almost like each cylinder will only be using a small part of the chargecooler.
It clearly makes less peak hp than the hi ram.
http://www.superchevy.com/technical/.../photo_16.html
It was only off 20hp at the peak, which would probably be negligible in a FI application unless you're turning a lot of rpm.
http://www.superchevy.com/technical/...o_new_heights/
http://www.superchevy.com/technical/.../photo_16.html
It was only off 20hp at the peak, which would probably be negligible in a FI application unless you're turning a lot of rpm.
http://www.superchevy.com/technical/...o_new_heights/
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Joined: Nov 2003
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From: Norn Iron
Is a simple A2A not an option ?
It just baffles me why they go to the lengths of developing a charge air cooler....then go about bolting it directly to a 200degF engine...all made from highly conductive aluminum.
So not only has it to deal with charge air temperatures, but the hot engine temperature too.
At least an A2A or remote mounted A2W doesnt have that huge problem from the outset
It just baffles me why they go to the lengths of developing a charge air cooler....then go about bolting it directly to a 200degF engine...all made from highly conductive aluminum.
So not only has it to deal with charge air temperatures, but the hot engine temperature too.
At least an A2A or remote mounted A2W doesnt have that huge problem from the outset
If there is enough interest in this "type" of intake, I may make a few of them. overall height would be about 9 inches, maybe less. 1,000+ hp A2W core, 105 tb opening, LS3,A,9 head port only. Let me know via PM.
9 Second Club
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From: Norn Iron
I think the benefit would be the reduced and simplified inlet plumbing. The A2A and remote A2W take up a lot of space in the front of the car in some swaps. I could plumb the discharge of the turbo right into the intake, and leave more room for routing the other pipes to and from the turbo. Plus I wouldn't have to cut out the front bumper brace to mount a huge A2A rated for 1000hp. True it's not the conventional setup, but I could see the benefit for some applications.
Plus i think it would save about 4-6 feet of piping,, easier packaging, less fab work and less volume for the compressor to pressurize getting into boost. Also the A2W has much less pressure loss in the charge cooler, so less compressor discharge temps. I'm building a similar intake for my TT forged LSA motor. I think if I make some of these I can get them to flow better and will be less to make and be more modular. If you want to switch cooler cores from the 3.5" thick unit and have the room, you could put a 6" thick core good for 2K+ HP.