Defender 300TDI Water to Air Intercooler

Well, thanks go to Bud for his research and testing. Also, good heads up on low priced intercooler components from the US.
I've already filled up my shopping cart with components from Frozen Boost, based on Bud's recommendation. With the Oz dollar so strong, it is around 1/2 price of anywhere I've seen here. When I get them, I'll post some pics too...
Its been something I've wanted to do for ages instead of having this huge intercooler in front of the radiator blocking the air flow. I reckon a heat exchanger half the size will be the go...Maybe I'll need to get another temp guage from Auber to monitor coolant temps of the IC:angel:

Quote:

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Originally Posted by roverrescue

Sounds like a good journey youve been on!
I wonder what temperature the charge air at the inlet manifold measures at with stock configuration, simple larger air-to-air IC or water-to-air IC?

Steve

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Had a look on the drive in to work today and I am seeing ~65C inlet temp at 110kph on the flat.

This is on a stock intake configuration

Guys,
Bear with me, while I work out what happens when I attempt attachments...

Attachment 30738
Plumbing Schematic

Attachment 30745
Top View

Attachment 30743
Front View
The piece of foam on top of the elbow was the brilliant solution to a 'Tappet Noise' problem.

Attachment 30744
Side View

Attachment 30741
Elbow made from a section of an Exhaust Doughnut. Mk1 was made from several Silicon elbows with 2" exhaust pipe joiners.
The doughnut was a lot neater & smaller.

Bud, I'm trying to see whether an intercooler with a different configuration would save the 180deg bend, but I dont think you could do any better. Looking at the others from Frozen Boost I think the one you have is still the best option...

Attachment 30747
Coolant Pump.
This bilge pump flow rate is a little high - it cavitates if run at full speed. It's been fitted with a crude speed controller, until I can work out what's the best speed to fix it at.
It has the advantage of the motor/impeller separating from the pump body. It makes bleeding easier, and means I could carry a spare that doesn't require disconnecting plumbing.

Attachment 30748
Header Tank.
Mounted on the other side of the engine bay. Connected to the I/C via 6mm tubing.
This coolant system is un-pressurised. I could've Tee'd into the engine expansion tank, but I didn't want to compromise that system with my dodgy plumbing.

Attachment 30749
Radiator/Old Intercooler Adapter
Lump of steel, turned down to 2". 1/2" copper tube silver soldered as a hose tail. Bleed hole at the top.
I don't actually recommend using lumps of steel. It's what I had, at the time.

Attachment 30750
The Inlet to the I/C is almost the same level as the Turbo Outlet.

Attachment 30751
I read in a separate thread that someone was having issues with their EGT Thermocouple dying, presumably from having a small bend in it.
This is a secondhand industrial 6mm thermocouple. I think it was around 350mm long. It was bent by hand, well past 90degrees, as well as the small bend needed to poke it into the gas stream inside the manifold.

Steve,
You nailed it.
I checked the tappets, again. No smoking gun there. A couple were worth tampering with again.
I finally noticed the top elbow I'd manuf'd had a shiny spot on top. This is the highest part of the engine, now. It's a big improvement on the fifteen silicon elbows, joiners & hose clamps I'd started with, but it still sit a bit proud.
This has been tapping on the bonnet lagging. Fitting a cushion to the top of it has removed all the rattly tappet noise completely. I had huge tears of joy rolling down my red, embarrassed face.

Thanks, again, for pointing out the obvious, intentional, mistake.

Cheers, Bud.

:)
Not sure if it will help but you can kicker the bonnet up a few mm on the front stops and adjust the latch? May give a little more clearance? Or just hit the shiny but with a calibrated clearancing blow with your BFH. :)

Thanks for the temp of 65* Peter5111, any chance you would have an inlet temp off the flat at 110kph Bud? Just for comparison?

Steve

Quote:

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Originally Posted by roverrescue

:)
Not sure if it will help but you can kicker the bonnet up a few mm on the front stops and adjust the latch? May give a little more clearance? Or just hit the shiny but with a calibrated clearancing blow with your BFH. :)

Thanks for the temp of 65* Peter5111, any chance you would have an inlet temp off the flat at 110kph Bud? Just for comparison?

Steve

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Steve,
I'll work on the Inlet Air Temp. I think I've got enough gear lying around to do it. Might take a coupla days.

Peter5111,
Do you measure EGT? (before Turbo).
I do wish I'd taken the time to measure Charge Air Temp at a decent load - EGT > 650DegC. It'd be really helpful if someone has that data.

Cheers, Bud.

Quote:

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Originally Posted by Budley

Steve,
Peter5111,
Do you measure EGT? (before Turbo).
I do wish I'd taken the time to measure Charge Air Temp at a decent load - EGT > 650DegC. It'd be really helpful if someone has that data.

Cheers, Bud.

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Sorry, my temps are direct from the Nanocom Evo.

I will do a run up the freeway sometime in the next week or so and get a stable inlet tamp at sustained high loads.

Regards,
Pete

Quote:

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Originally Posted by peter5111

Had a look on the drive in to work today and I am seeing ~65C inlet temp at 110kph on the flat.

This is on a stock intake configuration

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Any idea of boost numbers in those conditions? From boost and ambient temp I can give a good approximation of air temp leaving the turbo.