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Air Inlet Temps


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With the weather getting warmer this topic always comes up so I thought I would share some test results. I have a Saleen Blower on my car and one of the downsides of it is that it has a more restrictive IC system than the whipple or so I am told. I spend some time on the Saleen forum and this topic is always a hot one. Most believe that more water through the system is good and there are a lot of choices in Heat Exchangers and pumps. A test of different IC pumps performed by Lingenfelter has gotten my attention as I was about to buy a meizere 20gpm IC pump. http://www.lingenfelter.com/LPEforumfiles/showthread.php?2029-Intercooler-pump-flow-testing-results I decided against it and instead bought a used FRP SVT pump to test against my stock Saleen pump (bosch) and I purchased a Jabsco Marine pump that has been used by the Cobra and Lightning crowd. I purchased a liguid flow gauge and tested the pumps on my system.

 

Test results after a few hours of alone time in the garage. I was suprised.
I used a an LZT water Liquid flow meter 3-30gpm, on a closed system with an AFCO dual pass non fanned HE, Lethal Performance IC tank, and running through the Saleen Inter Cooler. I was trying to be as real world as possible so the only thing I added to the system was the gauge which is 12" long.

Test 1 using the stock pump did not move the needle at all less than 3gpm flow. Normal flow through the system. Bosch numbers 039022002

https://www.youtube.com/watch?v=bcSocyL70yA

Test 2 FRP SVT Bosch pump that is supposed to be an upgrade from the Stock Saleen Pump Bosch numbers 039202209. Exact same results as the stock saleen pump less than 3gpm flow. No difference in the water being moved through the system.

https://www.youtube.com/watch?v=tWxEwLr1Zwg
Test 3 Jabsco 50840-0012 same results as the SVT and Saleen Pump except that it is very evident when looking at the IC tank that more water is being moved but the gauge again did not register any difference less than 3 gpm flow. Update I had incorrect fittings on the Jabsco pump that were 1/2" instead of 3/4" so I re-ran the test and the Jabsco bumped up to 3gpm flow through the system

Test 4 Saleen pump and SVT pump in series. Finally got enough pressure in the system to register 4gpm on the gauge. Heavy water movement in the IC tank.

https://www.youtube.com/watch?v=E9o0QcqPSSk

Test 5 Saleen pump in series with the Jabsco (saleen feeding the Jabsco). This setup resulted in more water motion in the coolant tank than Test 4 but the gauge only registered slightly above 3 gpm. Down side to this setup it blew the fuse pretty quickly.

I wish I would have purchased a 2-18 gpm gauge in hindsight. I thought based on the data from the Lingenfelter test that a 3-30 would okay but I was wrong. The 2-18 would've been the better choice. I will not however be ordering another gauge from Hong Kong to repeat this test as I am ready to get the car running and on the streets.

I am going to try one other test tomorrow time permitting. I set the Jabsco pump up with the wrong connectors 1/2" instead of 3/4". To make the comparison fair I will get the correct connectors and test that setup again.

I also need to figure out which fuse is blown as that was a first for blowing that fuse. I do have some video of each test, but that will have to wait as we will be at a baseball tourney tomorrow.

Leaning towards two Bosch pumps in series after my experiment. I am going to be adding a GT500 HE to my current setup to see what effect that has on AIT's.

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A quick update on my test of the Jabsco pump. I had a small 1/2 inch barbed connector so I was afraid that the pump was being choked down and not performing correctly. Today I went and got the correct 3/4 inch connectors and tested the Jabsco again. It improved the flow slightly but still not at the same level as the two Bosch pumps in series.

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I ended up with a Bosch pump feeding the HE and another Bosch pump from the outlet of the HE feeding the IC. Raining here today so I won't be able to get any real world IAT's with this setup. I abandoned the idea of running a 2nd heat exchanger until I see the results from the two pumps.

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I would be concerned that the two pumps flow too much not permitting the coolant/water enough time in the heat exchanger to do it's job. A larger heat exchanger and/or the addition of fans on the heat exchanger would be my plan.

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There isn't any solid data supporting too much water flow causing AIT's to increase. In fact the new 2013 GT500 has an improved HE and a pump to move the water faster. The fanned

units are great but once you add fluid via a larger HE and a larger coolant tank you need to be able to circulate that fluid at a more optimal rate for increased cooling. By increasing the HE and coolant tank you add some additional restrictions into the system as well. There are several good threads on the S197 Forum and the Saleen Forum that discuss this topic. I went with a larger IC tank and an upgraded AFCO HE which lowered my temps and the system recovers well. I still see AIT's 20-30 degrees higher than ambient in the summer when getting into the boost. I'm trying to get that down to 10 degrees over ambient. A lot of people have upgraded to the Meizier 20gpm pump but the Lingenfelter test showed it really isn't any better once you get some restriction in the system. What I was trying to show with my little experiment is how the pumps perform in a closed system with the IC tank, HE, Intercooler and hose restrictions in place.

Here are some good links:

http://www.lingenfelter.com/LPEforumfiles/showthread.php?2029-Intercooler-pump-flow-testing-results

http://saleenforums.soec.org/showthread.php?t=15296&page=3

http://saleenforums.soec.org/showthread.php?t=17281

http://www.s197.com/forum/showthread.php?t=87625&highlight=air+inlet+temps

http://www.s197.com/forum/showthread.php?t=111197

 

I'll post some actual on road results once the weather warms up.

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A quick update on my AIT project. The two pumps are certainly pushing more water through the system as intended. I took the car out for a drive and the car recovered much faster after hard pulls. On several occasions I did hard pulls at wot to redline in 3rd. The AIT would jump to 125 at WOT and within 1/4 mile it would drop back to 100 and then cruising it would drop to 94-96. The real test will be on the track , but that will have to wait for a few weeks.

 

 

This is a video of water circulating with the two pumps.

https://www.youtube.com/watch?v=tHnzY-tzUsk&feature=youtu.be

 

second video is stock Bosch pump (same on used on whipple system/GT500 etc.

https://www.youtube.com/watch?v=bcSocyL70yA

 

More water= lower temps and much better recovery. I can certainly see how the fanned units would be great in traffic to keep the temps under control.

 

I noticed VMP has a new triple pass unit that is 13" tall and has 11" fans. http://vmptuning.com/07-12-gt500-cooling/vmphe-dual/

 

Steeda also offers a triple pass system however it is similar in dimension to the dual pass system with the exception it is a little wider. 26 x 11.375 x 2.375, http://www.steeda.com/store/steeda-mustang-triple-pass-heat-exchanger-555-3707/

 

 

Shelby Performance parts offers a couple of models with the largest available being this one: http://www.shelbystore.com/product-p/z12-s7m-6k775-c.htm

 

 

For $600-$700 Fluidyne will build a custom triple pass system (one of the Saleen guys had one built and he boxed it in {dropped AIT's by an additional 5 degrees} ). I've thought of having a triple pass built that is 22" x 18" which would allow the use of the SGT brake cooling ducts and it would stick above the bumper to give some additional cooling.

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