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engineermike

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So fundamentally, it follows as I would suspect.

Centrif/Air to air can not possibly remove heat as quickly from the charge air because air is not a great heat transfer media. 109 is very respectable and only about 30 deg over ambient at the end of the pass. This indicates an adequately sized air to air intercooler. Iat2 starts at 77 and ends at 109.

PD/Water to air can extract more heat from the air charge but the water can heat up and limit the effectiveness. Iat2 might start out warmer due to warm water, but won’t increase much over the course of a pass (unless the unit is undersized). Iat2 might start at 100 due to warm water but only rise to 110 over a pass.
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SolarFlare

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ill wait for actual comparable data in 1500-2000 DA 1/4 mile pass. Theres a reason why most S550s running PD blowers down here run an ice tank or simply dont go as fast as a little centrifugal.
 

engineermike

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ill wait for actual comparable data in 1500-2000 DA 1/4 mile pass. Theres a reason why most S550s running PD blowers down here run an ice tank or simply dont go as fast as a little centrifugal.
I didn't want to start a mine-is-better-than-yours argument here, as they both have advantages. I like the simplicity of air/air and yours works very well.

Attached is a log from yesterday, 15 minutes into my commute. This is a Whipple that does not have the upgraded LTR or fans. Conditions are similar to the log you posted, with IAT1 being 75 deg. The attached data is the 2nd WOT pull on the drive. IAT2 (MCT) started at 94 (as I mentioned, by this time the water was warm, keeping IAT2 hotter than ambient), but only increased to 96 deg at the end of the WOT pull. And, you can see the IAT2/MCT trend is flat. The behavior vs air/air is exactly as I would expect.

I even suspected the MCT transfer function was incorrect due to favorable MCT readings, so I went as far as testing the MCT output from 32 to 212 deg and found it to be accurate within 2 deg up to 110 deg.

1618018407609.png
 

SolarFlare

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Good data but Im hoping a track guy posts some data from Florida. I also have logs on very hot days where Im cruising and hit in 2nd to about 140 and my charge temps rise 7-8 degrees.

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engineermike

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Nice.

This was a warmer day with the Whipple; MCT dropped from 110 to 107 during the pull:

1618020192734.png


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vtknight

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Nice.

This was a warmer day with the Whipple; MCT dropped from 110 to 107 during the pull:

1618020192734.png


1618020230268.png
Excellent data from both of you - thank-you!..SO with the latest Gen V stage 2 triple intercooler etc., package and a chiller in the trunk - for track runs and street driving - are we saying I should be able to keep IAT's in check?
 
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DougS550

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Excellent data from both of you - thank-you!..SO with the latest Gen V stage 2 triple intercooler etc., package and a chiller in the trunk - for track runs and street driving - are we saying I should be able to keep IAT's in check?
I thought the new independent Chiller Killer all fit up front?. Also, does it still cool even at full throttle when the AC shuts off? And can the Chill kit work with a TT setup. Just wondering.
 

vtknight

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I thought the new independent Chiller Killer all fit up front?. Also, does it still cool even at full throttle when the AC shuts off? And can the Chill kit work with a TT setup. Just wondering.
I have a PNR Stage 3 half moon ice box - and it is trunk mounted. I don't know how that compares to the CK's.
 
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engineermike

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Excellent data from both of you - thank-you!..SO with the latest Gen V stage 2 triple intercooler etc., package and a chiller in the trunk - for track runs and street driving - are we saying I should be able to keep IAT's in check?
If heat soak is your concern, my recommendation with the whipple would be to:
- Get it with the oversized heat exchanger and dual fans
- Install a Reische 170 thermostat
- Modify the cal to have the cooling fan on at 100% at 185 deg F ECT
- Killer Chiller or Interchiller if you're willing to cut into the AC system
 

engineermike

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Also, does it still cool even at full throttle when the AC shuts off?
The idea isn't to cool the water when at WOT. The goal is to chill the water prior to WOT and rely on the thermal capacitance of the water mass at WOT. Chilling resumes right after WOT. I love the concept and at least a couple of production cars have these. I'm just not so sure the aftermarket ones are ready for prime-time.
 

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Platinum_5.0

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I agree with engineermike. I have a Gen 3 Whipple on my car and with the oversized HE and 170 Tstat the IAT2 temps are always very very good. An Example. The other day was 70F outside and IAT2 was averaging 86 - 87. ECT was 180-182 and CHT was 190. Even with back to back pulls at 8000RPM the IAT2 never gets above 94 and recovery is almost instant.
 
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DougS550

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I agree with engineermike. I have a Gen 3 Whipple on my car and with the oversized HE and 170 Tstat the IAT2 temps are always very very good. An Example. The other day was 70F outside and IAT2 was averaging 86 - 87. ECT was 180-182 and CHT was 190. Even with back to back pulls at 8000RPM the IAT2 never gets above 94 and recovery is almost instant.
Hi. Just wondering, do you have the crank outer bearing support? Thanks
 
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DougS550

DougS550

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14psi, 62deg at the tree, 112 at the traps. Stage 2 intercooler.
Can you PM me what set up and modifications you have?, Clutches, OPG/CG exhaust headers, axles, DS etc. I think this way might be better for my needs. Thank you for your help
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