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Discussion Starter · #1 ·
Thoughts on making this possible?
 

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Why would you want a front mount when we already have a intercooler under the supercharger? I dont think that there will be much room in the front even if you cut out some of the bumper...

For 11.5 mins my ave intake temp is 79.48 and after intercooler temp is 117.61...

outside temp was 73deg...

that seems pretty cool on the intake side...
 

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I use AutoTAP for Palm. I cam monitor many different parameters... with a total of 216.

These averages were with two pulls: one 2nd&3rd gear pull and one 4th gear pull...

I just logged everything for the 11.5mins and then uploaded to my computer and it comes over as a csv file that can be read in Excel... I just averaged the numbers in Excel...

I love it...

www.autotap.com
 

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Snake Charmer
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The stock system is pretty efficient, if anything we need a larger heat exchanger when running higher boost.
 

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Bluesmobile
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I'm not sure an average of those numbers is really what you want or need. You should look for spikes or peaks when the blower is under the heaviest load conditions.

You may be surprised at how warm it actually gets.

Dana
 

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Discussion Starter · #7 ·
This may not be the ideal setup for anyone who want's a front mount intercooler, but I think it would look mean.

Have like 6inch 2 chamber rise under the supercharger, top chamber would be outgoing from the charger. The bottom would be the incoming. With that 6 inch rise you could cut out a hole in the hood and have it just perched above the hood looking mean like the old days. Of course you would need a bigger belt, throttle linkage and some other stuff.

Of course I don't have the tools, time or money to put it together. I can dream damn it!!!!
 

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Snake Charmer
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Dana said:
I'm not sure an average of those numbers is really what you want or need. You should look for spikes or peaks when the blower is under the heaviest load conditions.

You may be surprised at how warm it actually gets.

Dana
Under mild driving conditions the delta between ACT1 and ACT2 seems to be around 25-30 deg F. It aproaches 50 deg F under high RPM usage (ie 6000+rpm) but quickly drops back to the 25-30 deg range after RPM drop. Now, running higher boost levels will likely not only increase the gab in the delta between ACT1 and ACT2 but also increase the time it takes for intercooler temps to drop and thereby reduces ACT2 temps (ie heat soak). Ive done some logging with my KB at 9psi and when I get my tune straightened out I will do some more at 17psi.
 

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Dana said:
I'm not sure an average of those numbers is really what you want or need. You should look for spikes or peaks when the blower is under the heaviest load conditions.

You may be surprised at how warm it actually gets.

Dana
Shadowgray03 said:
Under mild driving conditions the delta between ACT1 and ACT2 seems to be around 25-30 deg F. It aproaches 50 deg F under high RPM usage (ie 6000+rpm) but quickly drops back to the 25-30 deg range after RPM drop. Now, running higher boost levels will likely not only increase the gab in the delta between ACT1 and ACT2 but also increase the time it takes for intercooler temps to drop and thereby reduces ACT2 temps (ie heat soak). Ive done some logging with my KB at 9psi and when I get my tune straightened out I will do some more at 17psi.
4th Gear Pull
RPM IAT1 MAF IAT2 SPEED
1698 77 089.42 114 35
1856 77 099.44 114 39
2053 75 113.01 113 43
2277 75 129.78 111 48
2492 73 144.68 110 52
2692 73 163.28 109 57
2924 73 177.18 108 62
3148 72 192.08 108 65
3354 72 211.57 108 70
3587 72 226.91 107 75
3787 72 240.64 107 80
3999 72 254.37 107 83
4219 72 272.20 107 88
4422 72 280.45 107 92
4646 72 295.46 107 97
4799 72 310.68 107 101
4999 72 324.97 108 104
5374 72 341.25 108 108
5300 72 350.99 109 112
5486 70 361.24 110 115
5610 72 369.26 111 118

2nd & 3rd Gear Pull
1793 79 106.47 120 21
2302 79 142.96 120 27
2899 79 190.69 119 35
3688 77 242.24 118 43
4376 75 289.53 116 52
5004 75 341.25 115 59
5655 75 387.54 115 66
6278 73 419.54 115 74
5670 73 317.83 116 78
5145 73 343.30 117 83
5472 73 364.67 117 88
5787 72 387.54 117 93
6096 72 401.27 118 98
6315 72 420.70 119 103

As you can see the IAT1 and IAT2 actully drop while under heavy load... 107 for IAT2 is the lowest in all recordings and 70 for IAT1 is the lowest... So, it shows that under load the intake tempatures are at their lowest...
 

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Snake Charmer
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TopRacer said:
As you can see the IAT1 and IAT2 actully drop while under heavy load... 107 for IAT2 is the lowest in all recordings and 70 for IAT1 is the lowest... So, it shows that under load the intake tempatures are at their lowest...
The problem with that is that on most dyno's the load is not equal to the load of the vehicle on the road, additionally the hood is open letting out a lot of engine compartment heat and lastly there is usually cool down time between runs etc. The best time, IMHO, to monitor this stuff is while actually driving around town.
 

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Shadowgray03 said:
The problem with that is that on most dyno's the load is not equal to the load of the vehicle on the road, additionally the hood is open letting out a lot of engine compartment heat and lastly there is usually cool down time between runs etc. The best time, IMHO, to monitor this stuff is while actually driving around town.
These were when actually driving around town... The reason that I was monitoring this was for MAF vs. RPM. I just stored the IAT1&2, Fuel Pressure and Coolant to monitor that also. The reason for monitoring the MAF vs. RPM is because in the general tech forum a guy developed an Excel spreadsheet that gives a rough estimate of hp and tq from the MAF readings...

This was a true test of the car with a live load...
 

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Wow, Great data!.

Do you have a smaller pulley?

I think we don't live too far apart. At some point maybe we can get together for a track night at Atco. If you'd be willing to plug it into my car for a while, we could compare results from the two and see if my larger core does anything.

Anyway, I'm running a stock L pulley (2.93).

JT
 

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Snake Charmer
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TopRacer said:
These were when actually driving around town... The reason that I was monitoring this was for MAF vs. RPM. I just stored the IAT1&2, Fuel Pressure and Coolant to monitor that also. The reason for monitoring the MAF vs. RPM is because in the general tech forum a guy developed an Excel spreadsheet that gives a rough estimate of hp and tq from the MAF readings...

This was a true test of the car with a live load...
Are you still running the stock eaton at stock boost levels?
 

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JT said:
Wow, Great data!.

Do you have a smaller pulley?

I think we don't live too far apart. At some point maybe we can get together for a track night at Atco. If you'd be willing to plug it into my car for a while, we could compare results from the two and see if my larger core does anything.

Anyway, I'm running a stock L pulley (2.93).

JT
SURE!, I'd be glad to do that for ya... Let me know when you are planning on going and ill see im going also... By doing this, it might show if there is heat soak with the Eaton at high boost levels... If we see the gap between IAT1 and IAT increase then there is definatly some heat soak...

What type of intake setup are you running?

Shadowgray03 said:
Are you still running the stock eaton at stock boost levels?
Stock BOOST, Stock EATON...
 
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