Series 1 Intercooler. working well, VIDS on page 11.
03-24-2008, 10:33 PM
#211
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WOT vid to come, both with and without the IC running. But the boost-stacking topic is an interesting one.
I can tell you that I'm not, but I need to qualify it with why. You need to remember that the S1 is a totally different animal than the S2. Not just in the SC and manifold, but in the shift points and shift tables as well. Not only that, but I'm running ported heads and 1.8 rockers. In addition, I've done extensive testing with pulley sizes down to 2.0" on this car already, and nobody on a Gen3 (94/95 or converted 92/93) has ever run smaller than a 2.4" without KR. The point being, I've run all these pulleys and know where the limits are.
In addition, this prototype setup on the IC isn't your typical breed. This isn't a heat exchanger restricted between two plates. The SC porting and heat exchanger placement in the core actually allow for flow around the IC core in high-boost situations. This is important to remember, as last year I was able to run this same 2.2" pulley on pump gas on a 105 degree day with no KR. I chose to run the 2.3" pulley at the track for safety and slightly added timing.
With my ported LIM, ported SC, ported heads, PEM'*, and exhaust cutout, this thing flows VERY free.
Side note:
Purging the IC of bubbles is complicated by the small (25%) amount of antifreeze my weather this time of year dictates, as well as needing it for lubrication of the IC pump, not to mention the water-wetter I added. The trick?
Put the battery charger on the car at a low amp setting, run the IC pump, and go do laundry and chat on the phone. Top off the dinky reservior as the micro-bubbles escape into the reservior over time.
Before this new technique, I was running the IC for 10 seconds at a time with a minute or two in between to allow the small bubbles to combine, and try to push the larger bubbles to the res. This wasn't effective as the flow through the system is fast enough that the bubbles wouldn't always rise up into the res to escape into the atmosphere, and travel through the system where they'd be cavitated into itty-bitty bubbles by the pump all over again.
This post may mean nothing to most, but may help someone else in the future with the same problem.
I can tell you that I'm not, but I need to qualify it with why. You need to remember that the S1 is a totally different animal than the S2. Not just in the SC and manifold, but in the shift points and shift tables as well. Not only that, but I'm running ported heads and 1.8 rockers. In addition, I've done extensive testing with pulley sizes down to 2.0" on this car already, and nobody on a Gen3 (94/95 or converted 92/93) has ever run smaller than a 2.4" without KR. The point being, I've run all these pulleys and know where the limits are.
In addition, this prototype setup on the IC isn't your typical breed. This isn't a heat exchanger restricted between two plates. The SC porting and heat exchanger placement in the core actually allow for flow around the IC core in high-boost situations. This is important to remember, as last year I was able to run this same 2.2" pulley on pump gas on a 105 degree day with no KR. I chose to run the 2.3" pulley at the track for safety and slightly added timing.
With my ported LIM, ported SC, ported heads, PEM'*, and exhaust cutout, this thing flows VERY free.
Side note:
Purging the IC of bubbles is complicated by the small (25%) amount of antifreeze my weather this time of year dictates, as well as needing it for lubrication of the IC pump, not to mention the water-wetter I added. The trick?
Put the battery charger on the car at a low amp setting, run the IC pump, and go do laundry and chat on the phone. Top off the dinky reservior as the micro-bubbles escape into the reservior over time.
Before this new technique, I was running the IC for 10 seconds at a time with a minute or two in between to allow the small bubbles to combine, and try to push the larger bubbles to the res. This wasn't effective as the flow through the system is fast enough that the bubbles wouldn't always rise up into the res to escape into the atmosphere, and travel through the system where they'd be cavitated into itty-bitty bubbles by the pump all over again.
This post may mean nothing to most, but may help someone else in the future with the same problem.
03-25-2008, 12:00 AM
#212
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59.4 minute phone conversation.
I hope most of the air is gone now lol
I hope most of the air is gone now lol
03-25-2008, 12:05 AM
#213
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Very well purged. Other than maybe a couple tablespoons to top off with after tomorrow'* commute.
(coming from the guy that watched this non-IC same top end run a 2.2" pulley with no KR and no boost stacking last year with the scantool in his hands).
(coming from the guy that watched this non-IC same top end run a 2.2" pulley with no KR and no boost stacking last year with the scantool in his hands).
03-25-2008, 08:26 AM
#215
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Probably the way I was tipping into it. I ran that one funny. I tend to 'play' the boost gauge when I'm video taping it. It'* instinct. Can't help it. We all burn more gas when we're actually watching boost gauges.
03-25-2008, 10:45 AM
#216
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Here'* this morning'* runs. Right click, save as.
18mb (off a very fast server):
http://www.zillamotorsports.com/zillanextrun18mb.wmv
5mb (for you losers):
http://www.zillamotorsports.com/zillanextrun5mb.wmv
Just minor things to deal with now. Little tweaks here and there, and wait for my LSD. Car is pretty much ready for the season.
18mb (off a very fast server):
http://www.zillamotorsports.com/zillanextrun18mb.wmv
5mb (for you losers):
http://www.zillamotorsports.com/zillanextrun5mb.wmv
Just minor things to deal with now. Little tweaks here and there, and wait for my LSD. Car is pretty much ready for the season.
03-25-2008, 11:36 AM
#217
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Sounds good Bill.
Your post rotor air temp is the same as mine with the water injection. If I don't use it, the temp will climb to 140F.
You're running a bit rich on the top end.
Your trani temp is very low. I suppose that'* because you don't run it thru the coolant rad.
14 psi is good......should be 15 with the 2.0, just like mine with the 3.1.
Sort of makes sense when you figure your M62 vs an M90, has to turn faster to push the same volume.
Your post rotor air temp is the same as mine with the water injection. If I don't use it, the temp will climb to 140F.
You're running a bit rich on the top end.
Your trani temp is very low. I suppose that'* because you don't run it thru the coolant rad.
14 psi is good......should be 15 with the 2.0, just like mine with the 3.1.
Sort of makes sense when you figure your M62 vs an M90, has to turn faster to push the same volume.
03-25-2008, 01:20 PM
#218
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FYI, the peak LIM (post intercooler) temp difference between the two days was about 35° (comparing non-IC run yesterday to today'* IC run) and ambient temps were within 2° between the runs.
The big difference is really in how quickly the LIM temps come down after the run.
The big difference is really in how quickly the LIM temps come down after the run.
03-26-2008, 10:19 AM
#219
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How well does it work? My routine this morning, with the intercooler OFF:
1. Idled for warmup in the driveway for 5 minutes.
2. Drove about 1.5 (35mph) miles to drop Bo at the sitter, idled for 5 more.
3. Drove another 2 (45-55mph) miles from there to HP.
4. Drove into HP at 25mph to my parking spot.
Turned on the IC a few hundred feet from my parking spot when the post-IC temp was 133°F. By the time I parked about 1 minute later, it was 102°.
My commute (IC off in red, IC on in green):
Closer view of the IC ON time (SLEeper is circled in Green):
This is very good recovery time, WITHOUT my high speed fan override. This is very low speed driving providing limited air through the front IC radiator, and most of the LIM airflow is missing the IC core through the boost bypass at low speed. I'm going to continue testing this thing for the weeks to come before WCBF.
1. Idled for warmup in the driveway for 5 minutes.
2. Drove about 1.5 (35mph) miles to drop Bo at the sitter, idled for 5 more.
3. Drove another 2 (45-55mph) miles from there to HP.
4. Drove into HP at 25mph to my parking spot.
Turned on the IC a few hundred feet from my parking spot when the post-IC temp was 133°F. By the time I parked about 1 minute later, it was 102°.
My commute (IC off in red, IC on in green):
Closer view of the IC ON time (SLEeper is circled in Green):
This is very good recovery time, WITHOUT my high speed fan override. This is very low speed driving providing limited air through the front IC radiator, and most of the LIM airflow is missing the IC core through the boost bypass at low speed. I'm going to continue testing this thing for the weeks to come before WCBF.
