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Originally Posted by HaxbySpeed
(Post 4434973)
Joe, when you convert to EFI next year :evilb: you'll be able to monitor and datalog the intercooler pressure, and IAT, and program warnings based on anything being out of line. You can program a timing modifier based on IAT, and even tell the ecu to pull power if you're not paying attention to the gauges. I know some of you big blower guys aren't sold on efi yet.. But when you add up the cost of your ignition boxes, afr guages, standalone knock systems, additional monitoring gauges, etc. You can start to see the benefit, especially when it can save your engine. Not trying to hijack, I like where you're going with the testing and monitoring because how else would you know? MikeT I think it's funny that you have such a casual attitude towards monitoring critical engine components after burning up a few engines. Proper monitoring and testing probably could have saved you a bunch of $$$$.
Thats actually one of the biggest things that attracts me about going EFI, more so than just the fuel delivery part of things. The entire engine management, is really cool nowdays. |
Originally Posted by HaxbySpeed
(Post 4434973)
Joe, when you convert to EFI next year :evilb: you'll be able to monitor and datalog the intercooler pressure, and IAT, and program warnings based on anything being out of line. You can program a timing modifier based on IAT, and even tell the ecu to pull power if you're not paying attention to the gauges. I know some of you big blower guys aren't sold on efi yet.. But when you add up the cost of your ignition boxes, afr guages, standalone knock systems, additional monitoring gauges, etc. You can start to see the benefit, especially when it can save your engine. Not trying to hijack, I like where you're going with the testing and monitoring because how else would you know? MikeT I think it's funny that you have such a casual attitude towards monitoring critical engine components after burning up a few engines. Proper monitoring and testing probably could have saved you a bunch of $$$$.
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Originally Posted by mike tkach
(Post 4435116)
burnt one piston and it was not due to poor water flow in the innercooler,it was caused from a fuel system that was not up to the task.fact is with my setup i really don,t need the innercooler,i just like it.as far as efi,i am thinking about it,i like the holley hp deal.also,as to monitoring critical engine components,the dam boat looks like a 747 with all the gauges and i don,t know where i could put any more.
Was looking at whipples big boy cooler today, it has twin -20 AN outlets and inlets. A friend saw this thread today, and said he had twin -20 inlets and outlets on his turbo marine engine. Intake temps were 90 degrees, with 27lbs of boost! I also remember seeing a custom procharged setup in a cat, that had some monster intercoolers and monster water lines feeding it. Boat runs very well! Granted, waaaay different than what I have. But still, in certain scenerios, there is certainly a need for some serious water flow |
i could not agree more.if i was to turn up the boost i would ditch the super chiller and go with a monster cooler that could flow all the water you can throw at it.i did a leak down test yesterday on the port engine and did not like the results,need a good valve job and going to rering it.also found a leaking cmi header on cyl number 7.yes i could have ran it being a little down on power but that,s not how i roll.engine is apart and going for cylinder honing tomorrow along with a valve job.going to pressure test headers,calling cmi to check on having them find&fix the leak.driving joe,s boat last week put a fire under my azz to get going on mine.
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The end goal is to ensure that the water flow is turbulent and not laminar. If it is in laminar flow, there where will be a boundary layer of water on the insides of the tubes and it acts like insulation, which inhibits heat transfer.
For what it's worth, we run two -12's in and a single -16 out on ours. Ours requires about 25gpm. Anything below 20gpm and it starts loosing efficiency fast, and anything above 25gpm doesn't gain you a whole lot. One common rigging problem I have seen (even from some well known people), is that they run the water the wrong way through the core. You always want the coldest water through the bottom (pass #1) and the hottest at the top (pass #2, or however many passes the core has). This keeps the greatest ΔT when the air/fuel exit the core. |
Originally Posted by Coolerman
(Post 4435134)
Obviously pressure and flow are two different things, but they are a function of each other. The end goal is to ensure that the water flow is turbulent and not laminar. If it is in laminar flow, there where will be a boundary layer of water on the insides of the tubes and it acts like insulation, which inhibits heat transfer.
For what it's worth, we run two -12's in and a single -16 out on ours. Ours requires about 25gpm. |
Originally Posted by mike tkach
(Post 4435127)
i could not agree more.if i was to turn up the boost i would ditch the super chiller and go with a monster cooler that could flow all the water you can throw at it.i did a leak down test yesterday on the port engine and did not like the results,need a good valve job and going to rering it.also found a leaking cmi header on cyl number 7.yes i could have ran it being a little down on power but that,s not how i roll.engine is apart and going for cylinder honing tomorrow along with a valve job.going to pressure test headers,calling cmi to check on having them find&fix the leak.driving joe,s boat last week put a fire under my azz to get going on mine.
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i forgot about jason,i will give him a call.
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Originally Posted by Coolerman
(Post 4435134)
The end goal is to ensure that the water flow is turbulent and not laminar. If it is in laminar flow, there where will be a boundary layer of water on the insides of the tubes and it acts like insulation, which inhibits heat transfer.
For what it's worth, we run two -12's in and a single -16 out on ours. Ours requires about 25gpm. Anything below 20gpm and it starts loosing efficiency fast, and anything above 25gpm doesn't gain you a whole lot. One common rigging problem I have seen (even from some well known people), is that they run the water the wrong way through the core. You always want the coldest water through the bottom (pass #1) and the hottest at the top (pass #2, or however many passes the core has). This keeps the greatest ΔT when the air/fuel exit the core. |
Originally Posted by HaxbySpeed
(Post 4434973)
Joe, when you convert to EFI next year :evilb: you'll be able to monitor and datalog the intercooler pressure, and IAT, and program warnings based on anything being out of line. You can program a timing modifier based on IAT, and even tell the ecu to pull power if you're not paying attention to the gauges. I know some of you big blower guys aren't sold on efi yet.. But when you add up the cost of your ignition boxes, afr guages, standalone knock systems, additional monitoring gauges, etc. You can start to see the benefit, especially when it can save your engine. Not trying to hijack, I like where you're going with the testing and monitoring because how else would you know? MikeT I think it's funny that you have such a casual attitude towards monitoring critical engine components after burning up a few engines. Proper monitoring and testing probably could have saved you a bunch of $$$$.
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