Data results with some mixed parts.....
It's real cool here this week, some front coming through. High temp of the day was maybe mid 70's. Our dyno is situated so the rear of the car is actually flush with the door, so all exhaust goes out, there is another door maybe 8 feet in front of the car and we use two floor dryers for fans which put out 46 mph wind speed, so the room stays well ventilated and the airflow to the intercooler is exceptional for a dyno. It's a pretty good set up for not being a million dollar dyno cel.
aaron
Are you referring to IAT's being measured by the MAF pre-turbo? If so, not relevant to the efficiency of an intercooler.
The valve cover vent is open and not going back into the MAF, that was the first thing I suggested to him, that the FMIC may just be full of oil. He informed me it has never been run like that, so I assume it is dry and clean inside.
Hmm..... might just be pushing more air than on other cars you've tuned with a Perrin. Therefore, the turbo is pushing more air going past its good efficiency range.
Did he have the front undertray on? If not, some of the air might be going below the intercooler instead of thru it.
Did he have the front undertray on? If not, some of the air might be going below the intercooler instead of thru it.
I'm rather suprised to hear that about the Perrin. I was under the impression that was a good intercooler to use. Like others have said, curious if their getting their core's from a different supplier?
shame the fella had to spend the money 3x times over, probably would've been cheaper to buy the race core from day one. i love my race core, after my last car i learned to not cheap out on intercoolers!
I'm kinda shocked that this thread has been going on for this long now without anyone from Perrin jumping in to at least attempt to back up their product. Seems like they'd at least comment to say that they're looking into it.
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Couple things stick out right away to me.
-First car was ran on Water injection, so the temps were cooler even with an Ebay intercooler.
-Second runs were done without this, making the intake temps warmer.
This makes sense to me. The 38 degree increase is totally normal from low RPM load to redline. Then also the 54 degree spread is also completely normal from low RPM to redline.
-First runs were stopped at 7700RPM
-Second runs were stopped at 8133RPMS
Again, this by itself means that charge temps are going to go up. The higher the RPM the higher the airflow from the turbo. A GT35R hits peak efficiency at around 6700 RPM on an EVO motor. So any more air flow past this and the efficiency of the turbo goes from 78% at 6700 and at 8000 RPM the efficiency drops to 66%. These numbers also depend on if the turbo is the standard Gt35R with non ported Shroud. If its a ported shroud the efficiency is worse.
So your charge temps before the IC, will go up as you approach redline. This is completely normal and happens on any turbo car running out of the turbo efficiency range. Also running more boost will effect these temps.
Questions:
-What was ambient temp on the 2 days?
-Was the change in boost?
Customers shouldn't worry, our core is the same as its always been. Made in the USA, same fin count same everything, tanks are the same, nothing has changed in a long time with this part. Our last dyno results were posted with one of our powdercoated cores to show there is no difference.
What David is explaining seems completely normal for any intercooler and turbo. Remember your turbo is pumping out 250-300ish degrees of hot air before the turbo! The intercooler cools it down using ambient temp. You will NEVER get the charge temps after the intercooler to ambient, it will always be some % higher. Typically on these (using proper temps sensors) we see charge temps after the intercooler peak to around 100-130 depending on conditions.
-First car was ran on Water injection, so the temps were cooler even with an Ebay intercooler.
-Second runs were done without this, making the intake temps warmer.
This makes sense to me. The 38 degree increase is totally normal from low RPM load to redline. Then also the 54 degree spread is also completely normal from low RPM to redline.
-First runs were stopped at 7700RPM
-Second runs were stopped at 8133RPMS
Again, this by itself means that charge temps are going to go up. The higher the RPM the higher the airflow from the turbo. A GT35R hits peak efficiency at around 6700 RPM on an EVO motor. So any more air flow past this and the efficiency of the turbo goes from 78% at 6700 and at 8000 RPM the efficiency drops to 66%. These numbers also depend on if the turbo is the standard Gt35R with non ported Shroud. If its a ported shroud the efficiency is worse.
So your charge temps before the IC, will go up as you approach redline. This is completely normal and happens on any turbo car running out of the turbo efficiency range. Also running more boost will effect these temps.
Questions:
-What was ambient temp on the 2 days?
-Was the change in boost?
Customers shouldn't worry, our core is the same as its always been. Made in the USA, same fin count same everything, tanks are the same, nothing has changed in a long time with this part. Our last dyno results were posted with one of our powdercoated cores to show there is no difference.
What David is explaining seems completely normal for any intercooler and turbo. Remember your turbo is pumping out 250-300ish degrees of hot air before the turbo! The intercooler cools it down using ambient temp. You will NEVER get the charge temps after the intercooler to ambient, it will always be some % higher. Typically on these (using proper temps sensors) we see charge temps after the intercooler peak to around 100-130 depending on conditions.
Last edited by PERRIN_Jeff; Jul 5, 2010 at 02:28 PM. Reason: AIT thing already covered, so i removed my question
