A close approximation ;Quote:
Originally Posted by Dougal
9.5PSI
25C
I will have a closer look on Tuesday
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A close approximation ;Quote:
Originally Posted by Dougal
9.5PSI
25C
I will have a closer look on Tuesday
Some rough numbersQuote:
Originally Posted by peter5111
With a 60% efficient turbo at 25C the air out is about 101C.
Cooling it to 65C is 47% effective intercooling.
If your turbo was 65% efficient (more realistic) then outlet air would be 95C and your intercooler would be removing 40% of the possible heat.
These numbers (40-47%) aren't that exciting, you can probably improve some parts of the system and improve it somewhat). How hot is the cooling water getting?
No idea :) , my figures are on a stock standard intake setup.
Nanocom, hey.... We're not still talking about a TDI300, are we??Quote:
Originally Posted by peter5111
Bolted on another Temp Tx, on the weekend. Got the following results:
100-105kph
400DegC EGT - Max 'normal' cruising. This is where I find I get the best Speed/Economy.
0.7b (ish..) Charge Air
60DegC Charge Air
55DegC Coolant
26DegC Ambient
These figures remained pretty stable for over 12km's, on the freeway south of Gundagai.
There's a decent hill at Gundagai that had the Charge Air go to 1.0b and 70DegC with 700DegC EGT. It cruised up the hill without struggling.
On the return journey, I pushed a bit harder than I would normally for the freeway. with the following:
110-112kph
450-500DegC EGT
0.85b (ish...) Charge Air
70DegC Charge Air
60DegC Coolant
26DegC Ambient
At that load (500DegC maintained), it was obvious that the coolant was struggling to keep up. Off the freeway, the coolant was soon back to around 50DegC and Charge Air below 60DegC.
I still reckon that this is an improvement on the Air-Air Intercooler, even if the numbers are marginal compared to what Pete measured. I think Pete's in a TD5, so I'm not unhappy to be matching the intercooler performance of that.
I can almost hear Dougal crunching the numbers, to remind us how average the efficiency is. Makes me wonder just how ordinary the original cooler is.
I think I'll have a scratch around the bottom of the toybox and see if I can find something to measure the air before cooler. Anyone know what maximum to expect?
Cheers, Bud.
Oops, :angel: missed that one :)Quote:
Originally Posted by Budley
Numbers (off the TD5) from last night
24C Ambient
80 kph
80C IAT, 3.6 PSI
90 kph
65C IAT, 6.6 PSI
100 kph
80C IAT, 9.5 PSI
110 kph
85C IAT, 11.3 PSI
The TD5 Manual has 290,000 on it and I don't know if the intercooler has ever been cleaned. I do know the compressor wheel is pretty banged up and shows a lot of erosion on the vane leading edges (Rocker cover vent oil? )
Thanks Pete,Quote:
Originally Posted by peter5111
I think that helps(?)
I've stuck, yet another, Temp Tx into the Intercooler to measure the Charge Air temp before the cooler.
At first glance, boost pressures of 0.7-1.0b are producing temps over 110DegC.
It'll be a day, or two, before I can get back to the freeway to get some steady-steaming figures.
Budley, just wondering if you got any more figures ?Quote:
Originally Posted by Budley
After reading this thread, I've got an idea I'd like to get your opinions on.
1. fit a barrel type water / air intercooler between the turbo and the original air / air intercooler
2. plumb the water into the heater hoses of the 300Tdi, thus utilising the radiator and the water pump and keeping it much simpler (& cheaper). This also gives the benefit of 2 intercoolers (air/air & air/water).
I've seen a water cooled turbo piped into the heater hoses and I would never go for a water cooled turbo after that. The Defenders heater was turbo charged! Got very hot very quickly, but on the downside, dune climbing pushed the radiator temp way too high. When your engine works at 80 - 100.C and you chuck in a turbo that runs at several hundred degrees, the cooling system can't cope. But given the air temp figures here quoted, it would seem that the cooling system could cope with the intercooler.
Any ideas?
Your water cooled IC would always be at thermostat temperature or higher after the car warmed up. I think you will find that the temps that you get on the outlet of the IC will not be as good as they could be.
I think one of the advantages of the water cooled IC is the reduction in volume of air between the turbo and the inlet to the engine. If you are going to keep your ATA IC then you will not get this benefit.
I think if you are going to go to the effort of a WTA IC then your best doing what the OP did.