azmi951

First, I searched and didnt find what I needed.

I'm working on a project for my fluid dynamics class right now and need to know the heat transfer rate of the stock IC.

I can calulate this if I know the temps at
1. the ic inlet
2. the ic outlet
3. the ic cross flow temp (ambient)
4. temp rise of cross flow, the air leaving the back of the IC
5. the speed the vehicle is going.

It would also be helpful to know pressure drop across the IC.

I can use any data that peple here have on IC temps and flowrates.
I have all the equipment to insturment the IC crossflow for pressure.

I will post the results when I'm done.
If anyone has any advice please chime in.

Also who is it that works in Detroit and designs intakes?

thanks.

theedge

DanG is the intake guy.

Black Arrow

Dont know about temps, but at 24psi intake pressure, the turbo is pushing about 32psi. The pressure drop across the IC is baaaaad!
Dont know at any other boost pressure though.

azmi951

Any one know what the pressure drop is at 18psi manifold PSI?

mark944turbo

Search for Laust Pederson's famous pressures thread, he had some pressure drop info there.

Charlotte944

I'd just rig up some off the shelf sensors, connect them to a data logger and have at it. Four thermocouples or RTDs (Resistive Temperature Detectors), two pressure transducers, and an annemometer should give you all of the data you need.

This extra effort will give you much better data, and may even turn a grade "B" project into and "A+" project.

special tool

/\
|| This is good advice.

mroberts

You shouldn't need to know the temperature rise in the crossflow - assumign equilibrium, all of your heat that you lost in the intake air has gone into that flow.

Depending on how much you want to spend, you shoudln't even need pressure transducers - just run a T in the line to the WG off the banjo and use a normal boost gauge.

Problem is going to be finding a big enough hill to let you hold constant boost for long enough to let things equilibrate.

mroberts

That's not all "bad pressure drop", a portion of that pressure drop will be due to the cooling of the flow, so it's not really an efficiency loss, just fundamental thermo.

IanS

A drop from 251F to 109F as stated on Lindsey's website for the stock IC should cause about 8psi of pressure drop at 32psi just from cooling. My calculations seem a bit off(too high?), but its definitely substantial. I was assuming 32psi of boost, but maybe you meant absolute pressure, which would bring it down around 6psi of drop.

So you're right, the temp drop is causing most of the pressure drop. This also means we should be looking at a higher boost portion of a compressor map when picking out a turbo.

azmi951

Thanks for all the input.
If it wouldn't have started snowing I would be out insturmenting/ taking data. Unfortunatly I do not have a data logger and at most I have a single channel K thpe thermocouple with no logging.

As far as reaching equalibrium I was going to assume a constant temp and mass flow rate of charge air just to get rid of a ton of variables. If I knew a heat transfer coeficent or value I could then calculate efficency based on cross flow rate.

As I said before, I will post the results of the project when I'm done in about 2 weeks.

Does anyone know if there is a good referance book out there for designing extractor ducts? I bought the book "Racecar Aerodynamics" by Joseph Katz and it has some info on designing cooling air paths but not enough.
What I'm looking for is design criteria for a raised asperator plate extractor duct like special tools(imagine a subaru hood scoop in reverse) or a NACA duct in revese with a 90degree lip at the top. (I dont even know if a reverse NACA duct works)
Hey ST can you post pictures of your hood and how you ducted the underside? Any data on performance increase? What did the old *** dyno say after putting in that duct? Anyone else do a hood duct like this? Pictures???