Vertical flow vs horizontal flow intercoolers..
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From: Knoxville, TN
Originally Posted by frcefed98
4 inch oval pipe maybe, or even 5inch oval from dr gas if need be?
Oh yeah the belt will stay on past 7100 even with the stock tensioner...but I run the katech now because I found a good deal on it.
J
Oh yeah the belt will stay on past 7100 even with the stock tensioner...but I run the katech now because I found a good deal on it.
J
Then wait, I would... now that hind sight is 50/50
No rush to do the turbo stuff, it'll make a great winter project in that nice garage of yours. Take but a couple days to weld up a crossover and DP anyway and its cake adapting the IC piping to the turbo.....give the procharger a good run when it gets cooler. I'm dying to see if it does it.
J
No rush to do the turbo stuff, it'll make a great winter project in that nice garage of yours. Take but a couple days to weld up a crossover and DP anyway and its cake adapting the IC piping to the turbo.....give the procharger a good run when it gets cooler. I'm dying to see if it does it.
J
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From: Knoxville, TN
Yea, I dunno, its hot and I'm not racing and all this turbo stuff is just laying here
I really need an F1 is what I need, aint got the $$ for a new one right now though
Havent seen a used one pop up in a long time..
I really need an F1 is what I need, aint got the $$ for a new one right now though
Havent seen a used one pop up in a long time.. With the additional down channels and lower pressure drop, you can run higher density internal and external turbulators and yield a higher thermal transfer.
I chose the vertical setup (from Bell) with a 24Wx6Hx4.5D core with 34 down (hot air) channels. My pressure drop is only .35psi at 8psi.
I guess one thing to consider would be if you have a turbo system that has plenty of boost to waste you could go with a more restrictive IC, or if like me, you have a medium-small supercharger (Vortech V-2 S-trim) and need every pound that thing's putting out.
Another is how much airflow you can get to and from the core. I see people with huge intercoolers and 30% of the time a good portion of the IC is shrouded, and the shrouded parts only really have value as a heat sink. Even when you can see the entire front of the IC, a lot of times a portion of the back is blocked by something.
Lastly, the long-tube IC's lose more efficiency as the charge moves from one end of the IC to the other, since the IC works best when there's a high temperature differential. On the long tube, say with the inlet at the right side, the charge is losing temp as if moves towards the left side, and as it moves, each successive inch of the IC is shedding less and less heat. In the shorter tube/higher tube count model, this still happens but to a much lesser extent.
Jim
I chose the vertical setup (from Bell) with a 24Wx6Hx4.5D core with 34 down (hot air) channels. My pressure drop is only .35psi at 8psi.
I guess one thing to consider would be if you have a turbo system that has plenty of boost to waste you could go with a more restrictive IC, or if like me, you have a medium-small supercharger (Vortech V-2 S-trim) and need every pound that thing's putting out.
Another is how much airflow you can get to and from the core. I see people with huge intercoolers and 30% of the time a good portion of the IC is shrouded, and the shrouded parts only really have value as a heat sink. Even when you can see the entire front of the IC, a lot of times a portion of the back is blocked by something.
Lastly, the long-tube IC's lose more efficiency as the charge moves from one end of the IC to the other, since the IC works best when there's a high temperature differential. On the long tube, say with the inlet at the right side, the charge is losing temp as if moves towards the left side, and as it moves, each successive inch of the IC is shedding less and less heat. In the shorter tube/higher tube count model, this still happens but to a much lesser extent.
Jim
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From: Knoxville, TN
Originally Posted by DeltaT
With the additional down channels and lower pressure drop, you can run higher density internal and external turbulators and yield a higher thermal transfer.
I chose the vertical setup (from Bell) with a 24Wx6Hx4.5D core with 34 down (hot air) channels. My pressure drop is only .35psi at 8psi.
I guess one thing to consider would be if you have a turbo system that has plenty of boost to waste you could go with a more restrictive IC, or if like me, you have a medium-small supercharger (Vortech V-2 S-trim) and need every pound that thing's putting out.
Another is how much airflow you can get to and from the core. I see people with huge intercoolers and 30% of the time a good portion of the IC is shrouded, and the shrouded parts only really have value as a heat sink. Even when you can see the entire front of the IC, a lot of times a portion of the back is blocked by something.
Lastly, the long-tube IC's lose more efficiency as the charge moves from one end of the IC to the other, since the IC works best when there's a high temperature differential. On the long tube, say with the inlet at the right side, the charge is losing temp as if moves towards the left side, and as it moves, each successive inch of the IC is shedding less and less heat. In the shorter tube/higher tube count model, this still happens but to a much lesser extent.
Jim
I chose the vertical setup (from Bell) with a 24Wx6Hx4.5D core with 34 down (hot air) channels. My pressure drop is only .35psi at 8psi.
I guess one thing to consider would be if you have a turbo system that has plenty of boost to waste you could go with a more restrictive IC, or if like me, you have a medium-small supercharger (Vortech V-2 S-trim) and need every pound that thing's putting out.
Another is how much airflow you can get to and from the core. I see people with huge intercoolers and 30% of the time a good portion of the IC is shrouded, and the shrouded parts only really have value as a heat sink. Even when you can see the entire front of the IC, a lot of times a portion of the back is blocked by something.
Lastly, the long-tube IC's lose more efficiency as the charge moves from one end of the IC to the other, since the IC works best when there's a high temperature differential. On the long tube, say with the inlet at the right side, the charge is losing temp as if moves towards the left side, and as it moves, each successive inch of the IC is shedding less and less heat. In the shorter tube/higher tube count model, this still happens but to a much lesser extent.
Jim
I remember when JustMe put a 3" OBX on a G trim and he lost like 4psi, car ran better with no IC at all and way reduced timing then with the IC.. I may go ahead and try this one just to see what happens on the highway for a couple blasts.
How about a coke bet?
Hook the Spearco up and watch the boost increase 1-2psi same pulley, etc. and watch the IAT's go up at least 10 degrees.
My baby Incons had the smooth fins like the OBX.
My Bell has the "turbolated" fins like the Spearco. (Probably not many core manufacturers....some just rebranded)
IMHO there isn't much difference between turbolated and smooth....just looks more efficient....lol
Hook the Spearco up and watch the boost increase 1-2psi same pulley, etc. and watch the IAT's go up at least 10 degrees.
My baby Incons had the smooth fins like the OBX.
My Bell has the "turbolated" fins like the Spearco. (Probably not many core manufacturers....some just rebranded)
IMHO there isn't much difference between turbolated and smooth....just looks more efficient....lol
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I have already seen what happens if I up the boost a couple PSI and raise the IATs 10 degrees - pretty much nothing lol.
I think I'm just going to leave the car for a while until it cools off some. No reason beating it (and me) up in this weather. Superchargers are just not good hot weather power adders. I'll wait and see how the meth works out for ya..
I have read that a properly sized turbo needs less intercooler then a centrifrigul supercharger (why I dont know exactly) so maybe this spearco will work fine with the turbo..
I think I'm just going to leave the car for a while until it cools off some. No reason beating it (and me) up in this weather. Superchargers are just not good hot weather power adders. I'll wait and see how the meth works out for ya..
I have read that a properly sized turbo needs less intercooler then a centrifrigul supercharger (why I dont know exactly) so maybe this spearco will work fine with the turbo..
Originally Posted by kp
I have already seen what happens if I up the boost a couple PSI and raise the IATs 10 degrees - pretty much nothing lol.
I think I'm just going to leave the car for a while until it cools off some. No reason beating it (and me) up in this weather. Superchargers are just not good hot weather power adders. I'll wait and see how the meth works out for ya..
I have read that a properly sized turbo needs less intercooler then a centrifrigul supercharger (why I dont know exactly) so maybe this spearco will work fine with the turbo..
I think I'm just going to leave the car for a while until it cools off some. No reason beating it (and me) up in this weather. Superchargers are just not good hot weather power adders. I'll wait and see how the meth works out for ya..
I have read that a properly sized turbo needs less intercooler then a centrifrigul supercharger (why I dont know exactly) so maybe this spearco will work fine with the turbo..
also turbo cars are pretty hard to stage and bracket race much less drive down a shitty half prepped track...
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Thats true, most people dont realize its a fair amount of work to get everything 'just' right on the starting line with a turbo car. I ran a pretty quick GN for a while and I know what its like to have a big turbo on a small engine and try to get the car to 60 foot..
No doubt the supercharger is a lot easier to control and a lot more consistant IMO. But once you get out there its hard to beat the solid power of a turbo. Even though in my situation I dont know how much I'll really pick up, my boost never drops below 12psi on a good pass in cool weather and so far the 60 foots have been pretty good.
Problem with the F1C is its too big I think, but if I decide to go with a bigger shoert block down the road the F1 will probably not be enough. At 2500.00 or so that can turn into some serious cash spent even though I can offset that with selling the D1SC. I should just wait for some cooler weather and see where I'm at
Maybe I'll just concentrate on getting a little more weight out of the car and just leave it..
No doubt the supercharger is a lot easier to control and a lot more consistant IMO. But once you get out there its hard to beat the solid power of a turbo. Even though in my situation I dont know how much I'll really pick up, my boost never drops below 12psi on a good pass in cool weather and so far the 60 foots have been pretty good.
Problem with the F1C is its too big I think, but if I decide to go with a bigger shoert block down the road the F1 will probably not be enough. At 2500.00 or so that can turn into some serious cash spent even though I can offset that with selling the D1SC. I should just wait for some cooler weather and see where I'm at
Maybe I'll just concentrate on getting a little more weight out of the car and just leave it..
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From: Knoxville, TN
Originally Posted by Camaro_Zach
HAHAHAA 
"just leave it"
hahahahaha YEAH OK SURE
"just leave it"
hahahahaha YEAH OK SURE
Trust me its easy to leave it, been working on the thing all summer and all I did was slow it down by adding more weight it seems like
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From: Knoxville, TN
Originally Posted by Camaro_Zach
i went from 300 at the wheels to 700 at the wheels and then i decided to take all that off so i can comprimise at 550ish at the wheels, so yeah im workin to slow it down too haha.
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Originally Posted by ty_ty13
i've seen too many turbo cars at local tracks on bracket nights test and after then get off the 330' where theres no VHT its one hell of a burn out and wall smacking fest.
BTW it took about 6 seconds at the line to spool the turbo off the brake LOL
