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  1. #11
    Join Date
    Feb 2014
    Posts
    4,301
    We've seen it time and time again the chiller on the dyno is worth 40-45rwhp on your typical 25-26c day.
    Now that is with stable IAT2's with it turned off as there is loads of airflow from the dyno fan.
    You don't have the dyno fan at the track so it's even worse.

    On hotter days the gain is even higher as you're losing so much more to hot IAT's.
    Keep in mind this as your example;
    Say you make 555rwhp no chiller 25c day
    On a 40c day you make say 525rwhp no chiller

    On both of those days you will make around 600rwhp with the chiller.

    Now come drag racing your lane starts moving you get told to start your car well now you a doing what 1-3kmh stop/start until it's your turn to run with zero air flow your getting hotter and hotter.

    Then you do your burnout and now your cooking that blower is ready for some bacon and eggs.
    You then make your way from the burnout box to the tree again little to no air flow and then you put your car through the painful experience of taking off with very hot IAT's.

    None of that will happen to the chiller car you get colder and colder the more you sit idling while your competitors are cooking up.

    2014 HSV GenF-GTS fitted with a Forced Induction Interchiller
    http://www.facebook.com/ForcedInductionInterchillers
    10.373 @135.70mph 29/May/2016
    V-Box Results 0-100km/h in 2.89sec
    V-Box Results 0-60mph in 2.76sec

    Looking for colder IAT's? we have achieved 11c IAT2 on a 41c day and -8c during winter.
    We have proven cabin AC vent temps are better than GM spec, both IAT2's and vent temps are all on video with nothing to hide.

  2. #12
    Join Date
    Feb 2014
    Posts
    4,301
    We are not talking about a magic polarizer with crystals inside it's hot IAT's versus cold.
    Ignition timing gained versus lost to heat. Summer versus winter.

    Not many are going to be interested in doing a back to back mythbusters examination for you at a track when they know it's worth power they confirm it on the dyno where the dyno is actually more favourable to the non interchiller run since there is a dyno fan blowing loads of air over it.

    Non interchiller IAT's at the track are always stupid hot you simply have no air flow.

    2014 HSV GenF-GTS fitted with a Forced Induction Interchiller
    http://www.facebook.com/ForcedInductionInterchillers
    10.373 @135.70mph 29/May/2016
    V-Box Results 0-100km/h in 2.89sec
    V-Box Results 0-60mph in 2.76sec

    Looking for colder IAT's? we have achieved 11c IAT2 on a 41c day and -8c during winter.
    We have proven cabin AC vent temps are better than GM spec, both IAT2's and vent temps are all on video with nothing to hide.

  3. #13
    Join Date
    Jan 2004
    Location
    Perth, WA
    Posts
    6,465
    Quote Originally Posted by Trucker View Post
    mate what purpose does the Kennebell Boosta pump serve?
    Ups the voltage to the fuel pump, allowing it to flow more than it normally would.
    They say you can get up to 75% more flow out of a stock pump with them, so its easier and cheaper than putting an aftermarket pump in.

    I believe they're referenced so when not required they supply normal voltage, which saves the life of your fuel pump rather than 'over running' it constantly.

  4. #14
    Join Date
    Feb 2014
    Posts
    4,301
    Quote Originally Posted by pir4te View Post
    So lower IATs allow more ignition timing before knock... that's it?!
    I asked this question about six months ago and got all sorts of magical gobbledygook from all and sundry members claiming intercooler makes more power because more density coz cooler.
    Sure, on the face of it that would make sense if the charge was cooled pre-screws, but it's not. Same Metered Air Flow before screws = same air per cylinder after screws. It doesn't make more air, just maintains cooler for a while longer.

    The air is denser this is proven in 2 ways, 1 without naming names.

    1. A highly uneducated workshop put the chiller on got cold ran it up called up and said we gained 15rwhp your chiller is a piece of shit.
    After discussing it they were only pulling timing out at 75c IAT hence no timing was being gained (YOU KNOW WHO YOU ARE!)
    So yes it's worth some HP even without getting the additional timing, after fixing the IAT table and getting more timing you pick up the typical 40-45rwhp most shops see.

    2. The boost pressure lowers 1-2psi when the chiller is turned ON as the air isn't expanding as much so the air is more dense and thus less restrictive and not expanding as much.

    And yes you run colder intake temps you run more timing, the heat coming off the rotors pre intercooler has been logged before on the LSA and LS9 blower to be as high as 150-165c with as little as 28% over driven.

    So yes intake temperature control is critical, you gain power from being able to gain/keep more ignition timing and you have a denser air charge.

    2014 HSV GenF-GTS fitted with a Forced Induction Interchiller
    http://www.facebook.com/ForcedInductionInterchillers
    10.373 @135.70mph 29/May/2016
    V-Box Results 0-100km/h in 2.89sec
    V-Box Results 0-60mph in 2.76sec

    Looking for colder IAT's? we have achieved 11c IAT2 on a 41c day and -8c during winter.
    We have proven cabin AC vent temps are better than GM spec, both IAT2's and vent temps are all on video with nothing to hide.

  5. #15
    Join Date
    Feb 2014
    Posts
    4,301
    If your ambient air is say 25c your blower is heating this air up to 150-165c when at WOT the air is then expanded (not dense).
    If you then chill this 150-165c air to a lower temperature that air that was once expanded is now denser.

    The density of the air versus expansion of the air is proven in the reduction seen in boost pressure.
    Eg 17psi without the chiller and 15psi with the chiller (10min between runs)

    Usually a reduction in boost pressure will also result in less HP generated however in this case the amount of air is still the same it's just colder and denser thus you see a HP gain.

    2014 HSV GenF-GTS fitted with a Forced Induction Interchiller
    http://www.facebook.com/ForcedInductionInterchillers
    10.373 @135.70mph 29/May/2016
    V-Box Results 0-100km/h in 2.89sec
    V-Box Results 0-60mph in 2.76sec

    Looking for colder IAT's? we have achieved 11c IAT2 on a 41c day and -8c during winter.
    We have proven cabin AC vent temps are better than GM spec, both IAT2's and vent temps are all on video with nothing to hide.

  6. #16
    Join Date
    Apr 2013
    Location
    Melbourne
    Posts
    1,265
    Congrats Nick, what a mighty effort

    Click for mods

  7. #17
    Join Date
    Feb 2015
    Location
    Blue Mountains
    Posts
    184
    Quote Originally Posted by Nath View Post
    Congrats Nick, what a mighty effort
    Cheers Nath, she sure goes well now.
    Looking forward to see if can crack into 10.5's, that would be massive stock cam/heads.

  8. #18
    Join Date
    Mar 2016
    Location
    Hobart
    Posts
    280
    Fast car Nick. Top job.
    Very impressive.

  9. #19
    Join Date
    Feb 2014
    Posts
    4,301
    it's very simple to understand.

    Lets view everything post the supercharger rotors including the engine cylinders as a cavity or space.

    The supercharger sucks in air, compresses this air and pushes it into this "space"
    If the air is heated it expands and the charger then struggles to push against and into this "space" as it's pushing into a highly pressurized "space".

    The hotter the air gets the harder the blower has to work to push air into the "space" and less air will be in the space as it is expanded air. Being that the blower has to work harder pushing against more pressure this means it has more load to work against eg the crank turning the blower is having to turn the blower with more resistance against more load (PSI pressure in the "space").

    The colder the air is the less resistance the blower is under to push air into the "space", the more freely the blower is able to push into the space and the more air it can push into the "space", Hence why the boost pressure is lower.

    (view the boost pressure exactly like the pressure gauge on a portable air compressor, at say 50psi there is 50L of air in the compressor and at 100psi there is 100L of compressed air in the air compressor storage "space")

    Since this "space" contains compressed air (boost pressure) if you heat the air that air will expand and take up more of the available space, if you cool the air then you can fit more air into the available space.


    Thereby lowering the intake temperature allows the "space" to be filled with more air and that air is denser and colder, allowing a denser air charge and a gain in ignition timing.

    2014 HSV GenF-GTS fitted with a Forced Induction Interchiller
    http://www.facebook.com/ForcedInductionInterchillers
    10.373 @135.70mph 29/May/2016
    V-Box Results 0-100km/h in 2.89sec
    V-Box Results 0-60mph in 2.76sec

    Looking for colder IAT's? we have achieved 11c IAT2 on a 41c day and -8c during winter.
    We have proven cabin AC vent temps are better than GM spec, both IAT2's and vent temps are all on video with nothing to hide.

  10. #20
    Join Date
    Jan 2011
    Location
    Perth
    Posts
    438
    The cooler the air the denser the charge the bigger the bang...simple volumetric efficiency..with forced induction you can increase VM above 100% ...naturally aspirated engine can also reach 100%...if you have ever had a carby engine it always runs and performs the best on those cold nights-cold air = dense charge = more power. The basic theory behind and intercooler which is what we use on our marine turbocharged diesels. Forget about timing advance for a second the cold denser air already increases horsepower...the cooler and denser the air charge the bigger the bang on the power stroke







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