Is the 951 S intercooler bigger than the non s?
12-26-2003, 11:13 AM
#4
Burning Brakes
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NZ951 ... Negative, they are the same in size. So far so good for the Link standalone?
Are you looking for an IC upgrade?
my Lindsey Stage II is on its way....
Are you looking for an IC upgrade?
my Lindsey Stage II is on its way....
12-26-2003, 03:20 PM
#5
Race Director
Thread Starter
I really dont think the IC is a big restrictor in our cars, the design appears to be, but is rather clever. No one has yet to dyno the differences, likely because they would not show anything with a stationary car? Who knows.
12-27-2003, 12:52 AM
#6
Rennlist Junkie Forever
NZ951
Is the stock intercooler a restriction? The answer depends on how much power you are making.
Above somewhere around 375RWHP, the stock intercooler is a big restriction. And if you're at that power level, a larger free flowing intercooler can provide another 15RWHP+.
If you are below that RWHP, invest the money elsewhere.
TonyG
Is the stock intercooler a restriction? The answer depends on how much power you are making.
Above somewhere around 375RWHP, the stock intercooler is a big restriction. And if you're at that power level, a larger free flowing intercooler can provide another 15RWHP+.
If you are below that RWHP, invest the money elsewhere.
TonyG
12-27-2003, 01:02 AM
#7
Race Director
Thread Starter
Sorry, yes I should have qualified that statement. Everypart is a restriction in that way. I dont imagine that many people are at 375+ RWHP though? Hmmmm a poll may be in order. And on how they got there...
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12-27-2003, 02:31 AM
#8
Three Wheelin'
I would consider the intercooler a big restriction. Lindsey has measured a 1 psi (actually 27" H20) pressure drop at only 205 cfm (thats only about 14 lb/min or 130 rwhp.) Pressure drop goes up at almost the square of air flow. Others (I can't remember who) have stated a pressure drop of 8 psi at 400 rwhp (about 630 cfm) with a stock intercooler, which is consistent with the Lindsey measurement. I suspect most other tuner communities would consider this an unacceptably large pressure drop; check out what the 930 board here at Rennlist think about pressure drop.
12-27-2003, 10:36 AM
#9
Waterguy:
Thats what I imagined. According to some people 1.5 psi at full boost is the maximum you should have. Imagine 8 psi. Is this is true, this is a serious power robber. The Lindsey upgrade dont seem to fully correct the problem. The problem appears to be the relatively small area for the compressed air to enter the intercooler.
Thats what I imagined. According to some people 1.5 psi at full boost is the maximum you should have. Imagine 8 psi. Is this is true, this is a serious power robber. The Lindsey upgrade dont seem to fully correct the problem. The problem appears to be the relatively small area for the compressed air to enter the intercooler.
12-27-2003, 10:43 AM
#10
Waterguy:
Thats what I imagined. According to some people 1.5 psi at full boost is the maximum you should have. Imagine 8 psi. Is this is true, this is a serious power robber. The Lindsey upgrade dont seem to fully correct the problem. The problem appears to be the relatively small area for the compressed air to enter the intercooler.
Thats what I imagined. According to some people 1.5 psi at full boost is the maximum you should have. Imagine 8 psi. Is this is true, this is a serious power robber. The Lindsey upgrade dont seem to fully correct the problem. The problem appears to be the relatively small area for the compressed air to enter the intercooler.
12-27-2003, 12:43 PM
#11
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I would consider the intercooler a big restriction. Lindsey has measured a 1 psi (actually 27" H20) pressure drop at only 205 cfm (thats only about 14 lb/min or 130 rwhp.) Pressure drop goes up at almost the square of air flow. Others (I can't remember who) have stated a pressure drop of 8 psi at 400 rwhp (about 630 cfm) with a stock intercooler, which is consistent with the Lindsey measurement. I suspect most other tuner communities would consider this an unacceptably large pressure drop; check out what the 930 board here at RennlisT think about pressure drop.
Remember that we're talking about compressed air, you can't take flowbench data at atmospheric pressure. The volume flow is much smaller with a turbo engine.
Tomas
12-27-2003, 03:34 PM
#12
Going with the pack
is quite monotonous.
Rennlist Member
is quite monotonous.
Rennlist Member
Out of sheer stupidity...
Compressed air leaves the turbo and goes to the intercooler, right?
A larger intercooler would require the air to go through a longer passage. So wouldn't a huge intercooler cause more lag, even though the cooler air would counteract this?
Compressed air leaves the turbo and goes to the intercooler, right?
A larger intercooler would require the air to go through a longer passage. So wouldn't a huge intercooler cause more lag, even though the cooler air would counteract this?
12-27-2003, 06:30 PM
#13
Rennlist Member
The more mass of air (horsepower) you want to push through the IC, generally the higher the pressure drop you will have.
However, more mass of air has two components that need to be addressed seperately: more pressure and/or more volume. The volume portion comes from larger displacement, higher VE, higher RPMs, and maybe bigger turbos.
It's this higher volume that will give a higher percentage of pressure drop.
However, a lower percentage of more pressure will obviously also net a significant pressure drop.
The bottom line is the more mass of air, the higher the pressure drop; and both curves rise sharply above a certain horsepower level.
I don't think enough of us address the evil of high pressure drops.
However, more mass of air has two components that need to be addressed seperately: more pressure and/or more volume. The volume portion comes from larger displacement, higher VE, higher RPMs, and maybe bigger turbos.
It's this higher volume that will give a higher percentage of pressure drop.
However, a lower percentage of more pressure will obviously also net a significant pressure drop.
The bottom line is the more mass of air, the higher the pressure drop; and both curves rise sharply above a certain horsepower level.
I don't think enough of us address the evil of high pressure drops.