how hot are your aircharge temps - TCCoA Forums
Reply
 
LinkBack Thread Tools
post #1 of 84 (permalink) Old 07-16-2007, 08:21 AM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
how hot are your aircharge temps

either with the allen or vortech or the svo just curious

Thanks
Robert

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
Sponsored Links
Advertisement
 
post #2 of 84 (permalink) Old 07-16-2007, 09:07 AM
02 Explorer Pioneer
 
timb's Avatar
 
Join Date: Jul 2002
Location: Cumming, GA
Age: 51
Posts: 2,880
The last time I datalogged them I was living in FL with ambient air around 98 degrees. At WOT I was seeing 160

Birdless

There is no limit to what you can acheive if you don't care who gets the credit.
timb is offline  
post #3 of 84 (permalink) Old 07-16-2007, 10:06 AM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
wow that very low im suprised, theres no way mine would have been that low, i was seeing 220-225 with the 3.4 pully in the heat, i know u had the the 3.6 i wonder what the difference is?

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
Sponsored Links
Advertisement
 
post #4 of 84 (permalink) Old 07-16-2007, 03:50 PM
02 Explorer Pioneer
 
timb's Avatar
 
Join Date: Jul 2002
Location: Cumming, GA
Age: 51
Posts: 2,880
Granted I haven't done a ton of datalogging but FWIW the highest I have ever recorded was 210. Possibly my exhaust is is a little less restrictive????

Birdless

There is no limit to what you can acheive if you don't care who gets the credit.
timb is offline  
post #5 of 84 (permalink) Old 07-16-2007, 06:48 PM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
well i have 2.25 mandreal bent true duals with high flow cats and highly ported manifolds from preston and the highest ive seen is 230 but remember ive got a smaller pully own mine than you do u are still running the stock 3.6 ive got the 3.4
so i dont feel to bad that sounds more in range if u have seen 210.

Robert

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
post #6 of 84 (permalink) Old 07-17-2007, 12:10 PM
3rd Gear Poster
 
Dustin's Avatar
 
Join Date: Jul 2002
Location: Norcross, GA
Age: 42
Posts: 178
Dang! you guys have some high IAT2 temps! I have an 03 Cobra with a 2.93" pulley on an Eaton M112 making around 12 lbs of boost. I see around 140 tops on a hot day at WOT. Usually it is around 120. When the outside temp is 70, then I see an IAT2 cruising temp of 100 and 110 to 120 when WOT. The 03-04 Cobra's intercooler must be really efficient. Of course, I also have an aftermarket heat exchanger.

Still around and in Georgia.
Dustin is offline  
post #7 of 84 (permalink) Old 07-17-2007, 04:54 PM
On Probation
 
blown96bird's Avatar
 
Join Date: Jul 2002
Location: banned
Age: 59
Posts: 2,019
dustin the cobra has a much larger intercooler than the aed. If you are seeing 50 degreed diffrence under wot that is not too bad. Most of the time I see 60 degree above ambient under boost 7.5 psi. I am thinking about addeing a meth injection kit to my bird plus a johnny lighting cold air box.
blown96bird is offline  
post #8 of 84 (permalink) Old 07-17-2007, 05:15 PM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
dustin me and timb have and m112 non intercooled so thats the difference
Robert

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
post #9 of 84 (permalink) Old 07-17-2007, 05:51 PM
AED Specialist
 
A-Train's Avatar
 
Join Date: Jul 2002
Location: Somewhere in NJ
Age: 42
Posts: 1,277
Here is what I was seeing.

On a 100 degree day with 9-psi of boost the ACT's at WOT would reach 170 degrees F. On an average day like 70-80 degrees I would clip 150 degrees.

On a cold day like around 5-10 degrees F. I would be hard pressed to pass 90 degrees F. at WOT, even with 11-psi of boost. After snapping the throttle closed those ACT's would drop quickly to about 50 degrees which is just the temp of the aluminum intake and engine.

I hope this helps,

A-Train

2008 Acura TSX (5AT)
2012 Honda Ridgeline RTL (w/Navi)

Ex toy: 1995 T-Bird LX - ALLEN supercharged, 2000 Mustang GT 4.6L PI engine, lot's of goodies...
12.74 @ 109.45 mph (BEST E.T. BEST MPH)
325 RWHP/380 RWTQ (SAE) on a dynojet
Tuned by Jerry W. from SCT
A-Train is offline  
post #10 of 84 (permalink) Old 08-01-2007, 11:38 PM
MaleWhore
 
smokymance's Avatar
 
Join Date: Oct 2003
Location: Commerce , MI
Posts: 2,640
Send a message via AIM to smokymance
well over 225 at wot at over the speed limit speeds....vortech non intecooled...we'll see what this IC will get it down to!

1997 MN12 Sport 4.6L Supercharged 5 Speed Sold
1998 Mark VIII LSC Teredor Red, Parts car, PM me
1998 Mark VIII LSC Pearl, Stock, Garage Queen
2000 Jeep XJ 4.0L Long Armed and Locked
2008 Yukon Denali 6.2L Supercharged
smokymance is offline  
post #11 of 84 (permalink) Old 08-02-2007, 10:31 AM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
how much boost you got?? also is your a built motor? Any clue how much your putting down??

Robert

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
post #12 of 84 (permalink) Old 08-08-2007, 09:14 AM
MaleWhore
 
smokymance's Avatar
 
Join Date: Oct 2003
Location: Commerce , MI
Posts: 2,640
Send a message via AIM to smokymance
Quote:
Originally Posted by RobertP View Post
how much boost you got?? also is your a built motor? Any clue how much your putting down??

Robert

is that towards me?

1997 MN12 Sport 4.6L Supercharged 5 Speed Sold
1998 Mark VIII LSC Teredor Red, Parts car, PM me
1998 Mark VIII LSC Pearl, Stock, Garage Queen
2000 Jeep XJ 4.0L Long Armed and Locked
2008 Yukon Denali 6.2L Supercharged
smokymance is offline  
post #13 of 84 (permalink) Old 08-08-2007, 10:43 AM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
yeap thats for you

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
post #14 of 84 (permalink) Old 08-09-2007, 12:21 AM
MaleWhore
 
smokymance's Avatar
 
Join Date: Oct 2003
Location: Commerce , MI
Posts: 2,640
Send a message via AIM to smokymance
nope....motor is totaly stock...found out the hard way what those temps will do to a motor....

car was putting down 310 and 330 torque with a very terrible tune with a stock vortech pulley ( 6-8psi?), with stock pi motor, stock manifolds and custom cattless exhaust and stock tb....

got a intercooler coming soon, with a bigger tb to accomodate the accufab upper, with kooks headers and redone exhaust with a good safe tune and will see what she does....

1997 MN12 Sport 4.6L Supercharged 5 Speed Sold
1998 Mark VIII LSC Teredor Red, Parts car, PM me
1998 Mark VIII LSC Pearl, Stock, Garage Queen
2000 Jeep XJ 4.0L Long Armed and Locked
2008 Yukon Denali 6.2L Supercharged
smokymance is offline  
post #15 of 84 (permalink) Old 08-10-2007, 08:43 PM
3rd Gear Poster
 
JohnE's Avatar
 
Join Date: Jan 2003
Location: Houston
Age: 47
Posts: 169
Here's a shot of what happens if you really spin the heck out of an Eaton M90. The heat generation is proportional to how many rpms I pull in 2nd gear. I normally shift right at 6,000rpm. This was a test pull.


John



2000 Chestnut Grand Marquis w/HPP
0 to 60 in 5sec, 1/4 mile 13.3 @ 101

* Rennigade Forged Engine and ported npi heads
* AED 9psi Supercharger, 70mm FRRP TB, 90mm LMAF, Marauder Airbox
* 3.55 Trac-Lok w/extra clutch + F-150 spring, J-Mod Tranny
* Reinhart Exhaust, KB Dead Pedal
JohnE is offline  
post #16 of 84 (permalink) Old 08-11-2007, 12:58 AM
PostWhore
 
seawalkersee's Avatar
 
Join Date: Jan 2004
Location: Outside KCMO
Age: 42
Posts: 1,566
Why does it step in the graph only on the ACT? Is that the way the computer reads it or is that real time?

Chris

Soon to have some MHS parts, cams, 'luminum block, lower compression, ported heads, autorotor, and need to make long tubes. I have almost all the stuff and need some #42-50s a bypass valve, and maybe a few other things.
seawalkersee is offline  
post #17 of 84 (permalink) Old 08-11-2007, 06:39 AM
Chapter Director Coordinator
Moderator
 
jamesD's Avatar
 
Join Date: Jul 2002
Location: Kissimmee
Age: 37
Posts: 6,253
that prolly realtime the way his computer is reading it

the datalog program from sct is pretty cool..

looks like that just might be when the data samples are taken.. 5 times every 1.5seconds


I bust ARP bolts by hand...

If Guns kill people, then...
...pencils miss spel werds
...cars make people drive drunk
...spoons made Rosie O'Donnell fat
~Gun Owners of America
jamesD is offline  
post #18 of 84 (permalink) Old 08-11-2007, 09:41 AM
AED Specialist
 
A-Train's Avatar
 
Join Date: Jul 2002
Location: Somewhere in NJ
Age: 42
Posts: 1,277
Thumbs up What was ambient?

John,

What was the ambient temperature when you datalogged the 124 ACT?

Those are good numbers for your set-up. If ambient was 100 degrees, you're doing something right for sure.

Here are some real figures from the TOP SECRET files:

Mike V.'s Kenne-Bell supercharged and intercooled T-Bird. 9-PSI OF BOOST.
6-2-2004 - MM&FF SHOOTOUT

AMBIENT TEMP: 87 F
START 1/4 MILE ACT: 148 F.........LB./MIN: 9.13
END 1/4 MILE ACT: 192 F............LB/MIN: 47.38

MAX LB./MIN: 53.88


The proof that a twin screw supercharger with less than 15-psi of boost is a waste of efficiency. Look how it heated the airflow over the run time. Also something you can't see from the numbers above. All the ALLEN cars heat the air quickly, but they also drop the ACT's just as quickly. From looking over the plethora of data from various cars, it appears the Kenne-bell keeps the ACT's heat soaked due to the nature of the twin screw. Compressing air when it really doesn't need to.

1995 ALLEN T-BIRD WITH 10-PSI (INTERCOOLED)

AMBIENT TEMP: 72 DEGREES F.
START 1/4 MILE ACT: 106 F .........LB./MIN: 15.29
END 1/4 MILE ACT: 147 F.............LB./MIN: 44.53

MAX LB./MIN: 45.53


Obviosuly these cars like to heat the aircharge, but without the intercoolers the air would be much hotter. So the over 200 degree F. looks right to me. I know that 12-psi with an Eaton M90 on the Roush Stage III Mustang GT produced 317 degrees F without the intercooler. That is scarry. When does aluminum start to melt?

This is why the P/D blowers match so well to our cars. The ACT's are low enough to add just enough timing to make the torque curves silly.

A-Train

2008 Acura TSX (5AT)
2012 Honda Ridgeline RTL (w/Navi)

Ex toy: 1995 T-Bird LX - ALLEN supercharged, 2000 Mustang GT 4.6L PI engine, lot's of goodies...
12.74 @ 109.45 mph (BEST E.T. BEST MPH)
325 RWHP/380 RWTQ (SAE) on a dynojet
Tuned by Jerry W. from SCT
A-Train is offline  
post #19 of 84 (permalink) Old 08-11-2007, 03:24 PM
PostWhore
 
seawalkersee's Avatar
 
Join Date: Jan 2004
Location: Outside KCMO
Age: 42
Posts: 1,566
Thanks for that. I can only see what you have posted and can not even pretend to have tuned a car in the past. I kind of see what you are saying though... So, from what I gather, you are saying that the KB pumps heat the air all the way up since they are compressing air at idle. Thus, anything under 15 psi is going to heat up quicker than the same psi would on an Eaton? So are you blaming this on the heated rotors for the KB since it is pressured at idle?

Chris

Soon to have some MHS parts, cams, 'luminum block, lower compression, ported heads, autorotor, and need to make long tubes. I have almost all the stuff and need some #42-50s a bypass valve, and maybe a few other things.
seawalkersee is offline  
post #20 of 84 (permalink) Old 08-11-2007, 04:37 PM
3rd Gear Poster
 
JohnE's Avatar
 
Join Date: Jan 2003
Location: Houston
Age: 47
Posts: 169
I think ambient for the above and below datalog was around 60F. I put that up so people could see that aircharge temp depends on how many rpms you pull with at roots.


Here's another one at the track. The 1-2 was set way too high, a lower 6,000rpm shift brings much lower aircharge temps. You can see how temp stays constant for a while in 2nd gear. The more heat you build, the more you carry into 2nd gear.


2000 Chestnut Grand Marquis w/HPP
0 to 60 in 5sec, 1/4 mile 13.3 @ 101

* Rennigade Forged Engine and ported npi heads
* AED 9psi Supercharger, 70mm FRRP TB, 90mm LMAF, Marauder Airbox
* 3.55 Trac-Lok w/extra clutch + F-150 spring, J-Mod Tranny
* Reinhart Exhaust, KB Dead Pedal

Last edited by JohnE; 08-11-2007 at 04:49 PM.
JohnE is offline  
post #21 of 84 (permalink) Old 08-11-2007, 07:28 PM
PostWhore
 
seawalkersee's Avatar
 
Join Date: Jan 2004
Location: Outside KCMO
Age: 42
Posts: 1,566
To what extent? I mean, how hot will it get? Will it ever reach its max or top out at lilke 250* or something like that?

Chris

Soon to have some MHS parts, cams, 'luminum block, lower compression, ported heads, autorotor, and need to make long tubes. I have almost all the stuff and need some #42-50s a bypass valve, and maybe a few other things.
seawalkersee is offline  
post #22 of 84 (permalink) Old 08-12-2007, 10:02 AM
AED Specialist
 
A-Train's Avatar
 
Join Date: Jul 2002
Location: Somewhere in NJ
Age: 42
Posts: 1,277
Thumbs up Right...

John,

That is right on target with my numbers at WOT. 60 degree ambient would be 125 or so at WOT. I have also increased the amount of fluid in the system and added a second pump and heat exchanger plus there is 10-psi of boost.

As I discovered, the modifications to the ALLEN I/C system that I did (stated above) did not stop the ACT's from reaching their peak numbers. In other words, WOT saw 160 F with or without the changes on a hot day. It was in the deceleration that things started to shine. Instead of heat soaking the system and keeping the idle ACT's within reach of the WOT ACT's, the system dropped temperature quickly.

It worked very well on 10 degree F winter days. It would be difficult to get the air charge temps over 90 degrees F. Jumping out of the throttle would lower the numbers right back to their start point around 50 degrees F.

Seawalkersee,

Yes the Eaton blowers do heat the air temps, but all superchargers do it. It's thermodynamics law and there is no way around it. Whenever you compress air...you heat it.

The efficiency of the supercharger is what determines how hot the air will be at what blower speeds and what boost pressures. You cannot beat the Eaton hybrid roots blower for low speed air flow efficiency at low boost levels. 4-5 psi at 13,000 rpm yields something like 65% adiabatic efficiency. Move to 8-psi and things start to change and the efficiency drops off. 10-psi and you're around 50%.

The twin screw Lysholm is 65% adiabatic at 15-psi of boost (which the 1.7L unit would be hard pressed to make), but at 6-psi you are at 50%. In fact at 2-psi you are at 30%. The screw compressor has internal compression of 1.35 ratio on the Lysholm and Auto Rotors. That means that the blower is compressing the air even when it does not need to. Regardless of the by-pass valve or not.

Eatons do not compress air in their housing very well. They simply paddle the air from inlet to outlet of the supercharger. Compression of the air charge occurs between the rotors (outlet) and the intake. So they do not squeeze the air over and over.

So if you want a race car with lots of boost and it has to be a P/D blower, you want a twin screw unit. If you are shooting for Street use with 8-psi you want a dependable Eaton. They can do each others jobs for sure, but not as well.

Your question about max temperature is unclear. Which blower and boost levels are you referring to?

A-Train

2008 Acura TSX (5AT)
2012 Honda Ridgeline RTL (w/Navi)

Ex toy: 1995 T-Bird LX - ALLEN supercharged, 2000 Mustang GT 4.6L PI engine, lot's of goodies...
12.74 @ 109.45 mph (BEST E.T. BEST MPH)
325 RWHP/380 RWTQ (SAE) on a dynojet
Tuned by Jerry W. from SCT
A-Train is offline  
post #23 of 84 (permalink) Old 08-12-2007, 04:12 PM
PostWhore
 
seawalkersee's Avatar
 
Join Date: Jan 2004
Location: Outside KCMO
Age: 42
Posts: 1,566
I assume he is using the Eaton on his. I just wonder at what point it levels off in IAT. Is there a point after a hard run that it is done heating up?

As far as the efficiency goes, That is where we are on the SC. I have stepped up to a 2.3 Whipple on it and intend on running from 17-21 psi depending on how it handles it. The efficiency of the eaton heat comes from an entirely different source. Since it spins the air against the case and then out the top (T-bird SC for the example), the rotors then spin against eachother down the center of the body. It is there that the heat passes through the inside of the blower once the system is up to operating temperature, and heats up the air, so I have been told.

Oh...what is the eaton hybrid you speak of? Is that the AED with the IC on it?

Chris

Soon to have some MHS parts, cams, 'luminum block, lower compression, ported heads, autorotor, and need to make long tubes. I have almost all the stuff and need some #42-50s a bypass valve, and maybe a few other things.
seawalkersee is offline  
post #24 of 84 (permalink) Old 08-12-2007, 04:33 PM
AED Specialist
 
A-Train's Avatar
 
Join Date: Jul 2002
Location: Somewhere in NJ
Age: 42
Posts: 1,277
Thumbs up Not exactly...

Chris,

Eaton has been called a "roots" blower in the industry and by car enthusiasts. This is incorrect.

Eaton M series blowers are NOT roots blowers. Roots blowers have straight cut rotors. The Eaton M62, M90, M112 etc., have helical cut rotors making them a hybrid roots blower. Hence the name hybrid.

John has the ALLEN REV-II kit with the Eaton M90S (s-port) blower. I believe he has done some additional porting and such.

The compression of the air charge ratio stops heating up the moment there is no boost present and the by-pass valve opens. There is really no way to get the discharge air any hotter than MAX thermo temp. Unless you run without an intercooler, no air flow across the engine and go WOT for hours. Then you might see the air superheat itself beyond MAX thermo temp.

Many of the heat soaked readings you see from the ALLEN cars are psuedo since the ACT is in the aluminum intake or runners and the aluminum has already been heated. Once you get into the throttle, the ACT's climb higher than the start reading and those are real.

I have never seen readings higher than 170 degrees F on a 100 degree day. I doubt you'll get any higher than that with less boost pressure an the Eaton M90. Without the intercooler things get tricky as you can reach 317 degrees F with 12-psi of boost and the Eaton M90.

The best thing to do would be to use the Eaton TVS (twin screw) blower.

A-Train

2008 Acura TSX (5AT)
2012 Honda Ridgeline RTL (w/Navi)

Ex toy: 1995 T-Bird LX - ALLEN supercharged, 2000 Mustang GT 4.6L PI engine, lot's of goodies...
12.74 @ 109.45 mph (BEST E.T. BEST MPH)
325 RWHP/380 RWTQ (SAE) on a dynojet
Tuned by Jerry W. from SCT
A-Train is offline  
post #25 of 84 (permalink) Old 08-12-2007, 04:46 PM
PostWhore
 
seawalkersee's Avatar
 
Join Date: Jan 2004
Location: Outside KCMO
Age: 42
Posts: 1,566
Quote:
Originally Posted by A-Train View Post

Many of the heat soaked readings you see from the ALLEN cars are psuedo since the ACT is in the aluminum intake or runners and the aluminum has already been heated. Once you get into the throttle, the ACT's climb higher than the start reading and those are real.


A-Train
That answered my question perfectly. It just did not seem natural to me that they would continue to climb as some would lead you to believe.

Anyway, my next question in about your intercooler. Since you added another pump, what did you expect to change? Was the heat exchanger large enough that it could keep up with two pumps? I ask because I have seen this type of scenerio before. When I worked for Ford, they had a problem with the cooling systems in the Taurus. I spoke with a few people and told them that the water was circulating too fast for it to cool the block thus causing the block to rust from the internal boiling. They made fun of me for that because the cyl pressures were not getting hot enough to cause the detonation for them to see a problem. Then, the engineers came out with the solution. A bypass hose and a restrictor for the system to slow the coolant down inside of the block. I just wonder how large the exchanger would have to be to cool down the air from 170* temps and have the quick turn around time from running two pumps. Do you have the formula for that?

Chris

Soon to have some MHS parts, cams, 'luminum block, lower compression, ported heads, autorotor, and need to make long tubes. I have almost all the stuff and need some #42-50s a bypass valve, and maybe a few other things.
seawalkersee is offline  
post #26 of 84 (permalink) Old 08-13-2007, 06:43 AM
3rd Gear Poster
 
JohnE's Avatar
 
Join Date: Jan 2003
Location: Houston
Age: 47
Posts: 169
I also have two pumps on my car. I have a mechanical pump bolted to the front of the engine waterpump. This pump draws from a larger reservoir, then through the intercooler on the blower, then through a degassing tank, and back the the reservoir. The other pump is a Bosch electric, drawing from the same reservoir, then to a radiator ( 3/4 the size of the engine radiator), then back to the reservoir. And there are a couple pusher fans mounted on the top portion of this large exchanger. The heat removal is variable flow, however the heat dissipation is fixed. This dual pump setup recovers nicely. Also I have the ability to run the cooling side with the engine shut down, which is nice for the track.

My reservoir is bolted to the back side of my front bumper. Its made of a 4.5' section of 4" PVC pipe. So, it has a bit of capacity.


John

2000 Chestnut Grand Marquis w/HPP
0 to 60 in 5sec, 1/4 mile 13.3 @ 101

* Rennigade Forged Engine and ported npi heads
* AED 9psi Supercharger, 70mm FRRP TB, 90mm LMAF, Marauder Airbox
* 3.55 Trac-Lok w/extra clutch + F-150 spring, J-Mod Tranny
* Reinhart Exhaust, KB Dead Pedal
JohnE is offline  
post #27 of 84 (permalink) Old 08-13-2007, 07:04 AM
Birdless
Moderator
 
Grasshopper's Avatar
 
Join Date: Aug 2002
Location: Moore, OK
Age: 47
Posts: 2,717
Send a message via AIM to Grasshopper Send a message via Yahoo to Grasshopper
You got any pics of your cooling setup, John?

A man may smile and bid you hail
Yet wish you to the devil;
But when a good dog wags his tail,
You know he's on the level.
--author unknown
Grasshopper is offline  
post #28 of 84 (permalink) Old 08-13-2007, 11:21 AM
PostWhore
 
seawalkersee's Avatar
 
Join Date: Jan 2004
Location: Outside KCMO
Age: 42
Posts: 1,566
Quote:
Originally Posted by JohnE View Post
I also have two pumps on my car. I have a mechanical pump bolted to the front of the engine waterpump. This pump draws from a larger reservoir, then through the intercooler on the blower, then through a degassing tank, and back the the reservoir. The other pump is a Bosch electric, drawing from the same reservoir, then to a radiator ( 3/4 the size of the engine radiator), then back to the reservoir. And there are a couple pusher fans mounted on the top portion of this large exchanger. The heat removal is variable flow, however the heat dissipation is fixed. This dual pump setup recovers nicely. Also I have the ability to run the cooling side with the engine shut down, which is nice for the track.

My reservoir is bolted to the back side of my front bumper. Its made of a 4.5' section of 4" PVC pipe. So, it has a bit of capacity.


John
I too would like to see some pix. It DOES sound like you have it right though...

Chris

Soon to have some MHS parts, cams, 'luminum block, lower compression, ported heads, autorotor, and need to make long tubes. I have almost all the stuff and need some #42-50s a bypass valve, and maybe a few other things.
seawalkersee is offline  
post #29 of 84 (permalink) Old 08-16-2007, 09:08 AM
PostWhore
 
awdRocks's Avatar
 
Join Date: Apr 2005
Location: Cancun Mexico
Age: 46
Posts: 1,522
Quote:
Originally Posted by JohnE View Post
I also have two pumps on my car. I have a mechanical pump bolted to the front of the engine waterpump. This pump draws from a larger reservoir, then through the intercooler on the blower, then through a degassing tank, and back the the reservoir. The other pump is a Bosch electric, drawing from the same reservoir, then to a radiator ( 3/4 the size of the engine radiator), then back to the reservoir. And there are a couple pusher fans mounted on the top portion of this large exchanger. The heat removal is variable flow, however the heat dissipation is fixed. This dual pump setup recovers nicely. Also I have the ability to run the cooling side with the engine shut down, which is nice for the track.

My reservoir is bolted to the back side of my front bumper. Its made of a 4.5' section of 4" PVC pipe. So, it has a bit of capacity.


John
I have a similar setup... I used a Rabbit radiator with a 12'' fan on it, as my secondary H/E. Can also turn on the Bosch pump and fan while the car is off.

I have quite a challenge in front of me though... im now spinning my m90S with revII to a bit over 19,000 rpms.... ill let you guys know how my ACT's look without and with the water/meth. I'm spraying it right on the intake cover plenum.

2002 EXPLORER: 400+whp 2v/M90 434tq / 401rwhp @ 9psi.. suv, 20's, IRS, slush box
COMING SOON: Modular Performance 324ci, Trick Flow Heads w/custom grind cams, Tork Tech TVS SC

Last edited by awdRocks; 08-16-2007 at 01:01 PM.
awdRocks is offline  
post #30 of 84 (permalink) Old 08-16-2007, 11:07 AM Thread Starter
Seasoned PostWhore
 
Join Date: Sep 2002
Location: carthage
Age: 37
Posts: 2,435
Send a message via AIM to RobertP
if you had eaton m112 you wouldant have to spin it to the moon to get the boost you wanted, just my 2 cents but 19000 is kinda high can you so heat?

Robert

www.robstireandauto.com for all your car needs and parts
95 bird corn powered 735rwhp and 580 tq
86 bird vortech s trim
10.75 @128.38
95 bird - Vortech t trim
9.98 worlds fastest IRS 4.6 thunderbird
1/8 [email protected]
10.11 @ 139.19 best mph
1.47 best 60ft if I can get a full pass with this 60ftt
All made possible with Braincoating'ôs ported manifolds
RobertP is offline  
Reply

Quick Reply
Message:
Options

Register Now



In order to be able to post messages on the TCCoA Forums forums, you must first register.
Please enter your desired user name, your email address and other required details in the form below.

User Name:
Password
Please enter a password for your user account. Note that passwords are case-sensitive.

Password:


Confirm Password:
Email Address
Please enter a valid email address for yourself.

Email Address:
OR

Log-in











Currently Active Users Viewing This Thread: 1 (0 members and 1 guests)
 
Thread Tools
Show Printable Version Show Printable Version
Email this Page Email this Page



Posting Rules  
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is On
Trackbacks are On
Pingbacks are On
Refbacks are On

 
For the best viewing experience please update your browser to Google Chrome