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srt8-in-largo last won the day on June 5 2015

srt8-in-largo had the most liked content!

About srt8-in-largo

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    Senior Jack Wagon
  1. +1... very nice.
  2. Hell yeah! Way to go Mush!!
  3. Fluidyne's are bada$$ (excellent but sooo expensive)
  4. I run the Frankencooler and it rocks; I have to work hard on the street to see oil or coolant temps above 200F. You'd see a similar temp rise even without the blower btw.
  5. So the next time you see this guy at the track....
  6. Guilty... stock 6.1 and NAG1 here.
  7. Quite a polarizing topic. I'm trying to keep a stock bottom together so I run meth/water to help that situation. Mine is a daily driver with 130,000 miles that see's many corners of the country... including some places that don't have 93 octane. If I had a forged bottom, on a race-only car, that would always use 93 or higher... then I might not be a meth user. But none of that is true for me. I had my car tuned without meth, and when I spray I see afr's drop to 10.5... super rich. Out of curiosity I need to turn the meth off and see where the afr's go.
  8. It's great seeing one of the Original Gangsta's still kickin ass and taking names.
  9. Thats mighty white of you Mike
  10. Speedy Gonzales strikes again
  11. The air temp table accounts for ambient but not for temperature elevations due to the engine. I guess this could be estimated though and a high "ambient" temp could be used. The equation used to get these values is a watered down version of the actual math. The actual math would fill several pages in a text book, but with a few assumptions and conditions it can be simplified into a useable form, but you lose some accuracy. Further, this equation uses a constant compressor and heat exchanger efficiencies, which by itself is completely inaccurate. The R2300 map in post 87 shows the blower will be spun through several efficiency ranges and heat exchangers will also vary in efficiency based on conditions. The chart in post 88 is empirical; this data was captured by a company called Lytron as an aid to help customers figure out what size heat exchanger they need for a cooling cabinet. This data does not describe the operation of a heat exchanger sitting under Eaton rotors but it illustrates a pattern of how heat is extracted out of air using a liquid filled exchanger. The best this data can do for us is to show trends, magnitudes, and relationships. Unfortunately the actual values are only ballpark estimates but it's still good for stuff like investigating the relative change of going from a 65% HX to an 80% unit, and other stuff like that. Thanks; absolutely.
  12. It's interesting that the KB systems ship with Bosch PN# 0 392 022 002 pump, which is rated at 317 GPH, or 5.3 GPM. If you look at the chart Shark mentions (copied below), this is way too fast to extract much heat out of the air. So KB puts a 1/4" restrictor in the coolant return line... presumably to slow the flow. They actually "red flag" this item in their installation instructions to highlight its' importance, which seems pretty clear to me why judging by this chart. If they used a 1/8" restrictor, the flow would be further slowed and theoretically more heat would be extracted from the air... but too slow of a flow would not allow the front heat exchanger to dump the heat into ambient air. It's a classic catch 22.
  13. Compared to older roots blowers, the Maggie does an excellent job of compressing air efficiently. Below is the R2300 map with three boost levels overlayed; the three dots on each boost level are airflow points at 2500, 4500, and 6500 RPM on a 392 motor. Air compression in the lower RPM's is where the sweetspot is; unfortunately efficiency drops off a bit in the upper rev range but is still 60% or better. The table below shows air discharge temps calculated for a 65% compressor. Also shown is a column for heat exchanger discharge temps with an efficiency also set to 65%. Even at just 8psi, air temps due only to compression are over 200F. None of this takes into account that the entire system is sitting on top of eight cylinders combusting at 1500F.
  14. Thanks; I put them into Speedy's thread here page 3.
  15. Flow rate is most certainly part of the design. Each piece of the system is chosen for their heat capacity, including the capacity of the fluid to carry heat... volume, rate, and chemical makeup. If we are only considering the water-to-air FMIC... then yes, higher flow results in better performance, up to a certain point. After this point, increasing flow rate will have no further effect. However, you either don't understand or you're not considering the air-to-water heat exchanger that sits under the rotors. Unfortunately a differerent subset of thermodynamics governs this interaction. In this area, SLOWER flow rate is needed to optimize heat transfer.