On Tuesday I will have some info hopefully on some new intercoolers I'm getting for my car.

 

Search for earl3's opinions and findings on the .2 IC's....they're simply not the be-all, end-all solution everyone thinks they are.

I've always said since day one...yes, they are an improvement in terms of cooling efficiency. But they seriously lack the flow required to any car that's been upgraded (flash, turbos, etc).

 

I think Tom makes a valid point. The IAT data is very clear thanks to Earl but what about the flow? If you want to best your 60-130 time, is it better to have the 5"-ers or .2s on a high HP car?

 

I've personally seen a 40whp difference on the dyno within 25 minutes on the same car, same day, same hardware, same tuning....all because of switching between a bell-core intercooler and ours.

Larger 5"-ers are amazing for flow...nothing can beat them. But the issue they have is cooling efficiency. There's simply too much core material to effectively cool the air as it travels through. A happy medium is the best solution...or, a better core material, like ours.

 

The Bells flow really great for sure. Even the Bell 3.5x8.0x14.9 core which is about the same size as OEM flows 978 cfm with only 1 psi pressure drop. There are instances however that one might prefer greater flow over cooling especially if they are generally running in cooler environments. Just get two sets and switch back and forth...

 

haha you misunderstood. The Bells were a restriction! Replacing them with ours was the difference between 625 whp (with the Bells), and 665 whp (with our intercoolers) <-- all other factors constant. Maybe it was the end tank design of those particular intercoolers, or maybe there was another flaw in them....I can't say for sure.

 

Hah! So it was due mainly to flow and not IATs?

 

The difference in IAT's was 2-3 degrees....nothing monumental. The increase in power came from flow. This particular car had our 68mm VTG's...so imagine you're using GT30's...the restriction would be even greater. (assuming you're not using a 5 inch core).

 

I thought it's water to air intercooler setup topic?

my car is not gt3, it's turbo with gt3 rs fenders.

One clever guy responsible for gemballa top mount coolers design back days told me that there no intercooler that can do the job right in the stock position. there is not enough air passing the core, porsche designed it to cool down air which have temperature of 0.8 bar boost only.
maybe this is why ruf decided to take the air from different place a and notice all ruf cars are running with stock coolers without problems.

this is the reason why I decide to build water to air system and it was not easy to do.
btw now I'm measuring speed of air passing my core of heat ex changer, so I'm not sure if I finished.

if you have any questions just ask.
I have never seen air to air cooler shows 18C deference between ambient and intake during 0-300km'h acceleration but notice ambient was low.
I think you also should find what is going on here:

http://www.tpcracing.com/articles/tp...eir-750hp-ruf/

 

Carol, Gemballa used to place coolers in the engine bay, as old model Porsche. I don't think that's a better idea

 

when car is moving I think cooler will get more air comparing to the present position. PSI race cars where running with top mount coolers too, I heard that they never noticed more that 20C difference during the race.

 

Insufficient flow is the first thing that comes to mind when I read your post

 

Couldn't that be compensated for by using a much stronger fan? A/C air is much cooler than any air to air intercooler can make. Since our cars all have A/C already in them anyway, it seems logical to install a vacuum diverter valve like what's in the car's heat/AC system to re-direct the cooled air into the engine intake, and then be able to switch it back to the cabin for off track use.

Champion, you guys do lots of R&D, doesn't this make sense to you? Just needs a different piping arrangement and a stronger fan.

 

The AC comp will disengage when at full throttle. The others issues are it can break the shaft under sudden and heavy loads and requires power to run. There are of course more than these points as to why you wouldn't, yet a quick post as to why.
The AC comp delete is one of the first things done for race cars.

 

All those short comings could be overcome with different parts. People change parts all the time to mod their cars. I understand that race cars remove the A/C to save weight but we are talking about street cars that go to the track, not race cars. I'm sure this could be made to work with a little ingenuity.