Maybe going downhill but did you look at his graph, its at 33 degrees the whole run WOT or not, it just looks like something is off, there should be 1 or 2 degree fluctuation up or down unless he was coasting.
But at 1.3bar WOT even in first and 2nd, there's going to be some increase in heat.
Even your graphs on ETS go upto almost 50 degrees, you mean from 3rd to 4th expect 20 degree change?

Not trying to be a d1ck just trying to make sense, it looks like something is off on the IATs.

 

I think these are great questions -yes, with 4th and into 5th a bit, expect a quick rise. That's why its important to get deep into 5th (and 6th) if you can to test a cooler (assuming you care about that region).


Here is a 3rd gear snippet from the logs with which the above data was produced (and also a similar snippet of the gt2rs coolers in a 3rd gear pull). As you can see, not much happens! You may even see a quick dip as the increasing airflow across the core due to increasing speed is temporarily outpacing the effects of charge air heat into the core.

 

I will thrash it next week for an hour or so and log some as a I go along.... and then do some pulls and log the last one.....

I did notice though one day I drove for 30 minutes, came home... then logged the car on idle (hot) and the IATs were in the low 40C range... then drove it and watched the live charting and IATs fell to as low as 32C ... driving was just quiet and normal up to 70 mph....

I will do a full run as I said and post...

It will be in the 85F to 90C range next week so we should get an idea. I feel it best to do these across a range of situations as one simple pull is not representative of how anyone drives. I think powderhound here has some road course data as well for his set up on a race track

This is one a day of temps about 25C a week or so ago

Pull 1

http://datazap.me/u/groupamerica/log...log=0&data=1-7

Pull 2

http://datazap.me/u/groupamerica/log...log=0&data=1-7

I have so many logs I will have to do new ones to give a longer run

 

Here is an attached Excel log of 5 hard 2.55 mile laps along with a cool down lap. This was the 4th session of the day with 30 minute breaks between run. As a result the car along with the Intercoolers was fully heat soaked at the beginning as you can see IATs of 59C at engine start. Highest IATs recorded during the run were in the low 60C range. You can see the IATs drop down to 33C on the cool down lap which is only 4 degrees higher than ambient. This log was done mid day with outside temperatures of 84F (29C) in the shade with a track altitude of 5200'. The high altitude / high temp translates to a density altitude of about 8200' which obviously has an impact on cooling due to the thinner air (less air = less cooling). At 8200' you will have roughly 25% less air density compared to sea level = 25% less air available for cooling. This is a severe handicap compared to conditions you will encounter at sea level altitudes and is a real test of an intercoolers efficiency and thermal recovery. The log was done on a car that dynos 599whp/673wtq with a 91 octane file on a Dynojet. Fuel was 91/100 octane mix which is what I normally run at the track. The log is self explanatory with IATs listed in column D.

Logs like this are what is needed to truly test all around performance of an intercooler when fully heat soaked. Dyno pull or 1/4 run logs are generally meaningless and only paint a very narrow aspect of the overall picture of an intercoolers performance, unless of you only do short burst runs of course.

 

I agree with all you said, I also looked at the logs as well... and Im not against guys running RS ICs... what gets me to respond is when some assume that there is no way ANY bar n plate AM IC can do a better job. This discussion will never end... and it really is useless as those who have RS are happy, and those that have quality AM ICs are happy as well. What is wrong to say is that RS beat up the bar n plates... and I really dont believe they do... but thats me. On a compressor upgrade set up I think they do a great job. Nola motorsports in Louisiana had a stock VTG car and it was on road track with RS iCs... the logs sent were both on dyno pulls and on the track since they have a on site shop at the track as well... your describing and sharing your cars results which are more then valid- I dont doubt them... but you are probably running on a more efficient turbo upgrade but more importantly your running 1 to 1.1 bar average and thats a lot less boost/heat produced then, for example, a 996TT with A28s at 1.35 bar... or better yet, this Nola oem VTG car with RS IC running averaging 1.35 bar... or my client in Kong Kong with 63.5 mm VTGs doing crazy Highway pulls at 1.4 bar... I just think the data you , I , or anyone else provides, should be looked at with the understanding that ICs will not work the same way on all these cars... your running low boost... tracking... others usually do highway pulls and race an often on high boost with different turbos and or on VTgs that actually run a lot hotter.... I didnt make up the logs... thats what I have from 2 clients... it is what it is and Im not here to bash anyone's cars or set ups... nothing to take away form the RS ICs. I can get ICs done with with denser fin design like the RS and get great logs.. Or I can get IC cores that also flow volume with less pressure drop... it really comes down to how the car will be used... that's why I have 2 types of IC cores available... not arguing just sharing my thoughts...
markski

 

I agree Mark. I've said it a million times, different applications require different intercoolers. For me to run a heavy 5" IC would be a step backwards just as the RSs would not be the correct choice for your 10 second drag strip car. It's that simple and not any different from picking the right tires. Choose the right weapon for your battle. For me to get a better performing IC than the RSs I'd have look at Marstons or Secans at $10k+

All I'm saying is that looking at a dyno pull or a street pull and saying "look how great these intercoolers work!" is a poor way to do it.

 

Normally true, but don't discount the 5200' elevation he's running at. To make the 1.1-1.2 bar he's running up there, he's probably sitting at a PR of about 2.6...about the same that most guys need to run to get 1.3-1.4 bar at lower elevation. He's running BW 2280 compressor wheels, same as stock 997 GT2 VTGs. I imagine his outlet temps are up there...

 

I may have something of interest here...just bought 4 used cores from a Le Mans car that are 28 fpi and the dimensions are about right for a P-car. ..look very Marston-ish. I'll update once they arrive.

 

Earl doesn't miss the details.. The turbos at my elevation need to "work" 20-25% harder to get the same results as at sea level. This will obviously result in correspondingly higher outlet temps while at the same time having less dense air flowing over the intercoolers cores to carry the extra heat away. Double whammy... This is why I'm so keen on getting the larger inlets on the car as I wanna get as much cooling air to the cores as possible.

 

Keep me posted Earl...