You guys may remember my post on IAT's at psi's w/o a charge cooler:

This is my results


Ambient air temp. 57*F


fuel temp at start 85*F


DEStime 8.8 measured 8.8


manifold IAT 70.1*F rising


fuel 1/2 tank


uphill, unloaded 9,500 lbs dry weight.


6 psi sustained for 30 sec temp rose quickly from 89.9*F to 140*F within 20 sec.


in between runs I slowed down at the bottom of the next hill and noted the IAT 91.8*F


8 psi sustained for 30 sec. IAT temp peaked at 155*F in 10 sec


105.8*F cool down


10 psi = 185*F peak in 15 sec


108.5*F


12 psi = 195*F peak in 6 sec.


108.8*F cool down


15 psi = 200*F instant and 235*F peak in 8 sec.


108*F cool down


18 psi = 260*F peak in 8 sec.


I was only able to achive 20 psi after getting the pyro up over 650*F


20 psi = 285* F peak in 10 sec. I couldn't get the IAT over 285* even after 30 sec 20 psi getting up to 80+ MPH (in a 60)


These numbers are very relative to ambient temps and I would expect much higher temps on warmer days and pulling heavier loads.<!-- / message --><!-- sig -->
__________________

This morning I ran somemore numbers but I have my IC installed now.

before start-up.
Fuel temp 30.2*C (86.36*F)
IAT 23.4*C (74.12*F)

Start-up Possibly actual ambient air temp. `Starts fine with ~5% yellow grease
Fuel temp 31.9*C
IAT 17.6 *C (63.68*F)

At running temp
IAT 31.4*C (88.52*F)

At 5psi sustained for over 1 minute
45.1*C peak temp. (113.8*F)

At 10 psi sustained for over a minute at 75+ MPH highway
62.5 *C (144*F) peak temp. pyro went to 650*F

Shutdown Air temp 39.1*C.
fuel 40.4*C

Good testing.

But your numbers are showing an inefficient(or not-so-efficient) charge-air-cooler.

My Spearco can keep +20-30* in all conditions. 5-17psi boost.

I have yet to insulate the return line from the IC core and I was about to run the scan again in SAE measures as I was thinking it was 48*F this morning not 68*F but the numbers do show a increase in tempatures, no doubt.

It might be something I did in my configuration/installation of the Ic core that I could improve upon, such as incresing the spacing between cores(all three of the up front are together right now, no space between).

Keep up the good work QM, your giving many of us ideas i'm sure and at very reasonable pricing for those that can't afford to buy direct from vendors on a limited salary/budget or would just rather do it for themselves.

Can't get much angle on a subject without perspective. I find that most guys would rather buy a kit than DIY but I understand all that. You're buying the ease of installation of a premade system. Nirvana in a box.

Outside the box I can see life is but a dream and that's exactly what I was thinking when I took a road test for my license recently. I had to parrallel park this hog in the same (limited) spot as everyone else (in cars). My trucks as long as a 'burban if not longer. I passed, BTW.

I've had a blast just making it up as I go along on my IC install but that's the enviroment I thrive in. I love the "figure it out" mentallity, but I understand having too many dang projects, too.

How are you deriving 9500lbs unloaded?

that's what it says on my title iirc but on a scale it was 9250 truck and empty 14' trailer.

Good testing.

But your numbers are showing an inefficient(or not-so-efficient) charge-air-cooler.

My Spearco can keep +20-30* in all conditions. 5-17psi boost.
Bill you are talking 20-30 delta between ambient I think, same as my IC result,

One time where size matters is IC bigger is better.

QM IIRC you had more than one of these to play with can you remove an end bell to get a cross section to see what flow capacity is. Also if you can can you get a gage on inlet and out let of the IC to see what if any static head you are up against, that might be reducing IC efficiency, 230 is still pretty hot, I don't know what temp PCM defuels on hi IAT but on a hot day 85+ I'd suspect you mite hit the limit at the high end boost levels you are testing at.

From you numbers looks to be an improvement over no IC, and economical, but WMI probaly not as expensive/labor intensive to fab, and I suspect would net better gain.

IC in and out pressures plus turbo back pressure readings would be required to make definative assesment combined with your temp readings. Good R&D effort though, keep plugging away at it.

I did some more testing.


Startup
IAT 18.5*C
fuel 38*C

I drove for awhile to warm it up, IAT 22.3*C

Then let it idle for ~10 minutes.
IAT43*C
Fuel40.5*C

Driving slowly ,10 mph IAT dropped to 38*C
Then 5psi sustained for 20 seconds raises IAT to 46*C
Then on the next hill 10 psi sustained for 20 seconds gives 60*C peak.

It seems to me that with an ambient of ~18*C my baseline IAT is 40*C and adding 10 psi to the system only gives a delta of 20*C. As I said earlier I have yet to insulate the return line.

I though these air holes might help. plus I think they look cool.

Nothing like peppering her with the ole 12 gage!

18 psi = 260*F peak in 8 sec.

I'm not making more than 10-12 psi right now at the same RPM/EBP I had been making 18 psi. I've been tightening the hose clamps and looking for the tale tale sign of oil seapage but I'm not sure where I'm losing it, It turns out it was the upper plenum gasket.
Todays numbers:
Start-up 28.6*C (truck was run earlier)
fuel 51.8*C

Warmed up
33.4*C and rising at idle
5 psi sustained 'till 80 mph from dead stop peak IAT 36.7*C
I noticed the boost build earlier today, that gasket must have been it.
8 psi sustained 42.3*C peak temp.
10 psi sustained 54.6*C
shutdown temp 36.1*C
It was a warmer day with higher humidity and IAT temps fell from yesterdays testing.:ro)

Did some more runs today,

I was able to rise the IAT to 43*C (109.4*F)from 29*C (84.2*F) just idleing in park for a few minutes, but I can bring it back down to 37*C (98.6*F) by driving slowly a minute.
It was ~70*F today.

The good news is I was able to test WOT for EGT and IAT.
I hit 15 psi! and held it from 20 mph -75 mph
EGT at start was >300*F and at the top of the rise it was 725*F but it had held 700 for some time before.
IAT peaked at 70 *C (158*F) from idle IAT ~38*C (100.4*F) at 3000+ rpm sustained 15 psi uphill for ~ 20 sec unloaded. Previously 15 psi = 200*F instant and 235*F peak in 8 sec and ~250*F by 20 sec.

You have a charge-air cooler suitable for a 2.0 litre gasser engine, with throttle plates, and such.

Don't be surprised if it is not very efficient on a loaded 6.5 litre Diesel engine..............

It's an improvement on high, uncooled IAT's, 100*F lower at 15 psi sustained boost is not pissing in the wind. all in all, it's been a learning processs and I'm glad I did it. I agree That the next one I put will probably be bigger, tho.

QM, good work. I am going to approach the boost from a different angle just as a test.
I bought a Kirby vacuum cleaner motor and I will use it for boost to see what happens.

QM, good work. I am going to approach the boost from a different angle just as a test.
I bought a Kirby vacuum cleaner motor and I will use it for boost to see what happens.
OK for this one I'm going to need some pictures :eek:

Volume, hrjack................

QM, good work. I am going to approach the boost from a different angle just as a test.
I bought a Kirby vacuum cleaner motor and I will use it for boost to see what happens.
You need to get (2) 12V-115V inverters and wire em' for 220V for even more boost out of that Kirby

and an LOngggggggggggggggggggggggggggggggggggggggg extenion cord

HRjack,
Have you seen a turbojet made from a truck turbine?
You can find DIY projects on this, google it.
I think it'd be cool to utilize the concept and essentially compress and "reignite" your exhaust with it and if possible, drive something, even if it's just a 48" flame up a set of pipes but i'm sure you could make 240v if your creative.

Nope the inverter hooks to the batt/alternator circuit AC volts from DC supply



and an LOngggggggggggggggggggggggggggggggggggggggg extenion cord

Yea I know that I was just trying to get a smile some how. :)

Screw Kirby! Electrolux baby!:rockit: ):h

Cool Lets see it :rockit: ):h :rockit:

The motor is 120v and draws 4.5 amp at full speed ( 650cfm, 16,600 rpm). I think I can reduce the speed and the amps and still get what I want. What I want to avoid is this, 1. a turbo blade that breaks falls into the engine, and a possible rebuild of the engine. 2. if the seal breaks in the turbo, sucks the oil from the engine, and a possible rebuild of the engine. What I am trying to so is, run using a small power inverter ( 2 amps or less).
To run high boost, an intercooler is required. I want to get rid of the turbo, turbo intake, turbo exhaust, down pipe, crossover pipe, intercooler and still get performance. I may be dreaming.

I'm too addicted to the beautiful music of my turbo spooling up and down.
Here's the latest. I just insulated my return and my "cold" air intake. As I had felt the pipes after a roadtrip and the intake was the hottest. I'll be back in a few with new IAT's.

Static pressure level, hrjack........................

I noticed this recently. n/a = 2.5"vac at manifold
My hose fell off on the freeway first day I had the IC pipe on.

I will post when I have results.
Thanks

Quantum,

All that aluminum foil? Could it be that your engine doesn't want it's mind read by the aliens? (ala "Signs") Good luck getting a scanner plugged back in!
http://www.dieselplace.com/forum/images/smilies/biggrin.gifhttp://www.dieselplace.com/forum/images/smilies/biggrin.gifhttp://www.dieselplace.com/forum/images/smilies/biggrin.gifhttp://www.dieselplace.com/forum/images/smilies/biggrin.gifhttp://www.dieselplace.com/forum/images/smilies/biggrin.gif

http://www.dieselplace.com/forum/images/smilies/muahaha.gif

Here's my latest:

Start-up IAT 23.4*C ambient ~65*F
5 psi from deadstop uphill till 70mph IAT peak 34.1*C
cooled down to 27.9*C writing data
near WOT 13+psi 58.1*C
WOT 15 psi 60.1*C
shutdown IAT 38.6*C

It appears the IAT's rise to ~38*C once the engine's hot.

it's foil backed tape on radient barrier insulation. Seems to have dropped IAT's again.:cool:

You have a charge-air cooler suitable for a 2.0 litre gasser engine, with throttle plates, and such.

Don't be surprised if it is not very efficient on a loaded 6.5 litre Diesel engine..............
You are correct sir!

In order to test an intercooler, one needs to tow so that boost is sustained at high levels, and temps are maximized and then compare to ambient air temps. As Billman and Turbine Doc ghave stated, 20-30°f over ambient is the mark to shoot for. Stationary IAT means very little as once you start moving the temps should fall like a rock...

Iin this case I'm looking for what is causing the static temp climb under the hood (Up to 38*C). I'm working up to pulling a laden trailer, uphill WOT with the scanner on record, just working a few kinks out first.

It's a big tradeoff between making up a system and buying a premade kit. I'm responsible for figuring it out and it may equate to what I didn't spend in dollars to what I did spend in time, jacking with it. It's the experience of creation that I can't buy.

JK you should be happy I'm proving what a swell IC you sell.:)
Later today I'm going to make a run with 2t of sand in the bed.

Static underhood temps................

I know it. ~38*C is my static underhood temp. It will drop to ~34*C if I keep the boost under ~3 psi but the IAT sensor's location keeps it from getting cooler IMHO. Some of my startup IAT's were ~44*C but dropped fast to ~34*C once I got rolling.

I pulled an axle sagging load of sand ~2.5-3 tons about 60--70 miles at various speeds mostly 55 or 70 mph highway, lots of hills. I tried to keep the boost up, not baby it. IAT's stayed around 34-40*C , 34*C being when I coasted and 40*c the usual peak IAT at speed. I wound it up a few times to 12-15 psi uphills and it went to 60-70*C peak. EGT's ran from 550-750*F

qm what kind of boost pressures do you try to maintain peak or cruising

5 psi is steady at ~2200 rpm, up to 10 psi at 2500, 15 psi takes ~3000 rpm.
ECT's never budged from 180*F baseline.
It's easier to maintain 5psi steady when loaded, than 10psi as the trucks speeds passed the speed limit easily and maintaining boost isn't wise passed 70 mph.

ambient yesterday was ~78*F

I drove another axle sagger this morning. I did a few near wot accelerations from a deadstop (light turned green) surprised to see 18-19 sec 0-60 times loaded with EGT's of 750*F even up a few hills. ECT's don't go up more than 5 *F. MPG is still ~15.

Here's the '96 with a supra or rx-7 IC, I forget which.