Exhaust temps STS
Apology accepted. A more appropriate response would have been "I disagree, and this is why."
As far as intercoolers and meth injection, they are only used when pressure is increased to 8 psi and above. Pressure does create heat, and that heat needs to be removed. Although removing the heat decreases pressure, it can be compensated for.
I suggest the the most heat generated by the speed of the impeller is generated by the bearings they are rotating on.
BTW, I bought a set of Lucas/Delphi injectors from your company. Great price and easy to tune. They rock.
As far as intercoolers and meth injection, they are only used when pressure is increased to 8 psi and above. Pressure does create heat, and that heat needs to be removed. Although removing the heat decreases pressure, it can be compensated for.
I suggest the the most heat generated by the speed of the impeller is generated by the bearings they are rotating on.
BTW, I bought a set of Lucas/Delphi injectors from your company. Great price and easy to tune. They rock.
Originally Posted by koolaid_kid
Think of it this way: the intake impeller can be thought of as a large fan. Fans cool. If you can provide data that it has an effect, O.K.
Thermo guys, correct me if i'm wrong.
Fan's don't cool, the move air which is actually slightly warmer when it comes out of the fan than the surrounding air due to the compression that has happened to it. The intake side of the fan is cooler due to the pressure being slightly lower (we are talking small numbers).
Compression creates heat. The reason a fan cools is convection.
Turbo = compressor, not a fan.
no problem.
Totally agree with all your comments as their all relative in preventing detonation. Like we both said, just curious to see what the results of taping up the piping leading up to the turbo will have on the intake temperature.
Not my company, just a very good friend of nick and matt, as well as a dedicated customer. But I am certainly glad you had a good experience with them, let me know if you ever need anything else from them. Check out their Bigstuff 3 A/F meter, works great with turbos....or anything else for that matter where you want to monitor A/R ratios.
Totally agree with all your comments as their all relative in preventing detonation. Like we both said, just curious to see what the results of taping up the piping leading up to the turbo will have on the intake temperature.
Not my company, just a very good friend of nick and matt, as well as a dedicated customer. But I am certainly glad you had a good experience with them, let me know if you ever need anything else from them. Check out their Bigstuff 3 A/F meter, works great with turbos....or anything else for that matter where you want to monitor A/R ratios.
Originally Posted by NigelTufnel
Simple Thermodynamics. PV=nRT.
V is the volume the gas occupies. In an exhaust system, that volume is defined by the exhaust pipes. Thus, in an exhaust system, V is constant.
Without getting into detail, n (# of moles of the gas) may be considered constant.
R is the ideal or universal gas constant (i.e., another constant).
Thus, the only variables are P and T. As temperature (T) of the exhaust gas increases (or decreases), the pressure (P) exerted by the gas also increases (or decreases). The higher pressure gas results in a higher gas velocity. This higher pressure (and higher velocity) results in shorter spool time relative to colder exhaust temperatures.
V is the volume the gas occupies. In an exhaust system, that volume is defined by the exhaust pipes. Thus, in an exhaust system, V is constant.
Without getting into detail, n (# of moles of the gas) may be considered constant.
R is the ideal or universal gas constant (i.e., another constant).
Thus, the only variables are P and T. As temperature (T) of the exhaust gas increases (or decreases), the pressure (P) exerted by the gas also increases (or decreases). The higher pressure gas results in a higher gas velocity. This higher pressure (and higher velocity) results in shorter spool time relative to colder exhaust temperatures.
Originally Posted by great421
My clutch of choice is the SPEC 3+ (get the plus version - KEVLAR is your friend!); with the addition of that clutch, I was able to break my 10 bolt ring and pinion on the street with street tires! First try (Doh!) Anyway, it grabs, and the next "weak link" was exposed.
As far as wrapping, I went with DEI wrap. Its pricey, but IMO is better quality than the wrap I picked up on ebay. I did a 3-layer approach - Wrap, followed by 1/2 inch batting (from Longacre racing) followed by more wrap. Then sprayed with DEI silicone paint to protect the wrap.
Originally Posted by Zombie
OK, this analogy has many many things wrong with it.
Thermo guys, correct me if i'm wrong.
Fan's don't cool, the move air which is actually slightly warmer when it comes out of the fan than the surrounding air due to the compression that has happened to it. The intake side of the fan is cooler due to the pressure being slightly lower (we are talking small numbers).
Compression creates heat. The reason a fan cools is convection.
Turbo = compressor, not a fan.
Thermo guys, correct me if i'm wrong.
Fan's don't cool, the move air which is actually slightly warmer when it comes out of the fan than the surrounding air due to the compression that has happened to it. The intake side of the fan is cooler due to the pressure being slightly lower (we are talking small numbers).
Compression creates heat. The reason a fan cools is convection.
Turbo = compressor, not a fan.
As I stated in a later response, any increase in pressure, no matter how slight, increases heat.
Although you are contradicting yourself to a slight degree. First you state that a fan increases pressure (it does), This makes it a very poor compressor itself. Not trying to be argumentative, just pointing out a fact. The fact that the impeller on a turbo becomes an efficient compressor is the speed of the impeller and the direction in which the air is directed (a very precise and well engineered design).
Originally Posted by NigelTufnel
...As far as wrapping, I went with DEI wrap. Its pricey, but IMO is better quality than the wrap I picked up on ebay. I did a 3-layer approach - Wrap, followed by 1/2 inch batting (from Longacre racing) followed by more wrap. Then sprayed with DEI silicone paint to protect the wrap.
How much wrap did it take to do one layer?
I agree that the DEI appears to be setting the standard, the stuff on eBay looks iffy, at best.
How many cans of the silicone paint did it take?
Thanks in advance.
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Originally Posted by koolaid_kid
Do you have an STS? If so, do you have headers?
How much wrap did it take to do one layer?
I agree that the DEI appears to be setting the standard, the stuff on eBay looks iffy, at best.
How many cans of the silicone paint did it take?
Thanks in advance.
How much wrap did it take to do one layer?
I agree that the DEI appears to be setting the standard, the stuff on eBay looks iffy, at best.
How many cans of the silicone paint did it take?
Thanks in advance.
I used this kit, which provided enough material to cover my dual exhaust from the exhaust manifolds to the IRS with a single layer of wrap (I had significant leftovers after the first layer of wrap). As you add layers (like I did), you will need significantly more wrap.
Exhaust wrap kit
Keep in mind that the STS supplied pipes are mild steel (at least on the C5 kit) and their life span will be reduced by wrapping them. My x-pipe is made from stainless steel and, therefore, can handle wrapping without problems. I did not wrap the STS pipes (which start just before the IRS and run to the turbos).
After the intitial wrap, I added the 1/2 inch batting, and then wrapped again (the second wrap took SIGNIFICANTLY more material than the first wrap). After the second wrap, I sprayed on 2 cans of silicone coating. Hope that helps!
If you have any questions, let me know.
Excellent. That is exactly the kit I was looking at.
Yes, I have a 97 Formula with around 38k on it.
My current plan is to replace everything from the manifolds back prior to doing the wrap. My cats are the original and I don't want them blowing crap into the turbo, plus I can upgrade them at the same time. With virgin pipes, they should last quite a while, since it is a weekend, fair weather toy only.
Thanks for the info.
Just wondering, why did you decide to do the triple wrap?
Yes, I have a 97 Formula with around 38k on it.
My current plan is to replace everything from the manifolds back prior to doing the wrap. My cats are the original and I don't want them blowing crap into the turbo, plus I can upgrade them at the same time. With virgin pipes, they should last quite a while, since it is a weekend, fair weather toy only.
Thanks for the info.
Just wondering, why did you decide to do the triple wrap?
Originally Posted by koolaid_kid
Just wondering, why did you decide to do the triple wrap?
I initially planned on doing only a single layer wrap. Then I decided I wanted to add the 1/2 inch batting (more is better, right? LOL!), and instead of removing the first layer, I placed the batting over the first layer. Since the batting is not very durable, I went over it with another layer of wrap. I haven't installed the system back onto the car (intend to do that next week!).
