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Old 10-27-2006, 10:42 PM   #31
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I'm one of the current data testers on this...

My current SC is blocked at the intake. I have yet to notice a difference from being blocked or unblocked. At this point..I'd say don't bother because there doesn't appear to be any performance gain.
I have a spacer on the inlet to my SC for the water injection but unlike Dirthead'*, it has a hole drilled in it for the coolant circulation.

The new adapter plate spacer to connect the Gen V to my existing L67 Throttle body does not have any coolant holes in it. That means it will be deadheading the coolant.

This post has gotten very interesting.
I hadn't seen Bill'* thermography representation before.

My belief, that Bill does not agree with, it that the EGR has a huge effect on inlet temps and it'* right at the same location that shows red in Bill'* first illustration. It'* pumping in +500 F exhaust gas.

I have eliminated my EGR and the inlet is noticeably cooler. I use temp strips and IR gun to monitor under every condition.

Now I have to decide if I should either drill the Gen V spacer or plug the LIM holes like Dirthead did.
The biggest benefit to plugging the holes is three less potential coolant leaks.
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Old 10-27-2006, 10:48 PM   #32
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My analysis didn't take into effect the heat of the EGR or PCV. If you'd like, I can make it worse by adding them.


But the volume of flow won't be enough to make an appreciable difference in the analysis.
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Old 10-27-2006, 10:56 PM   #33
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But the volume of flow won't be enough to make an appreciable difference in the analysis.
The real question Bill, is does the volume of coolant flowl passing from the LIM thru the SC inlet to the TB make any difference except for throttle plate icing?

Is it better to block the flow completely like Dirthead did

There are many members including myself who will never see icing conditions.
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Old 10-27-2006, 11:01 PM   #34
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You guys missed the whole point. Screw emissions and icing.

The coolant controls SC inlet temps! Look at the conditions I ran the two test in above. I jacked up the ambient air AND the LIM temps in the model that USED the coolant flow. The coolant had much more to overcome.
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Old 10-27-2006, 11:09 PM   #35
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Old 10-27-2006, 11:29 PM   #36
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2% of 300 hp is 6 hp. :P
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Old 10-27-2006, 11:32 PM   #37
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Old 10-27-2006, 11:48 PM   #38
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I was being facetious about the the 6 hp.
My point was that it will make a positive difference.

For every 10 F drop in inlet temp you gain 1% hp.

I figure based on measuring temperature drop that it will decrease the temperature of the inlet air about 20 F.
So that would be 2% of 350 hp which is 7 hp

Notice I increased the hp due to the mods I am including.
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Old 10-27-2006, 11:59 PM   #39
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Old 10-28-2006, 01:53 AM   #40
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Temperature is something of a quest for me. Those that have watched my progress over the last 4 years on the SSEi know this. But my car alone is not my only laboratory. I have other cars I follow closely as well. I have a very good understanding of what boost charge temperature means to performance.

In a community where we're all trying to get the most out of what we do, blocking off coolant is a step in the wrong direction. It does NOT increase horsepower, and in most conditions (from my experience on the L67) actually will reduce performance.

That was the question asked if I recall.
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