we can certainly supply you with the kit that is on this car (but to use AC and another downpipe) with the 33R

this o2 housing/downpipe setup is custom on our car..

cb

 

don't get me wrong, you take it as negative. When i first saw your process of CBRD Time attack evo. I was excited to see this this run. years and years gone by nothing happen, but a pretty car sitting. take it how ever you like, i won't bothering your thread anymore.

 

its all in good fun, i was just throwing a little sarcasm back at you

we have been delayed with what keeps us in business... customer builds... they take priority!

cheers

cb

 

Chad, awesome looking car, looking forward to seeing how it does on track. Regarding the vertical I/C could you give anymore details on why you think this setup didn't work, from what I've learned and read everything seems to imply that it should be superior to a horizontal flow I/C. Was there not enough room for a bigger core, was the core inefficient, was this just too much air for this core to cool but would work on a less extreme application? I'm wondering because I had thought about building one myself and would like to know exactly where its shortcomings are.

Thanks,

 

Well,

I feel that the air does not spend enough time in the core to adequately transfer the heat.... its too short of a path..

we could have gone thicker (up to 4") but I dont feel it would work any better...

the short path piping was nice, but realistically we've only added about 12" now with the new setup and the tank design is more efficient... (with baffling internally).....

as far as air flow, it was 28psi on a 35R -ish sized turbo so nothing out of the ordinary!

cb

 

With your background in ALMS, why are the end tanks on the intercooler so large in a complete custom setup? Attached is a photo of an older F1 design, I was under the impression that an oversized tank is essential a complete waste of space. Will you guys be at Nashville?

Dan

 

O man Chad, reading through the last few post I realized my car is purposeless too

 

every intercooler design will be a product of packaging and flow and production style....

usually those type of intercoolers with the tanks youve shown were space constricted... we were not....

Here is an audi R8 package.... also limited by packaging constraints, but slightly larger tanks



and the MG lola i drove



another..



the outlet tank on our intercooler is as small as we deemed appropriate and tapered properly.

the inlet tank is wide because of the ovalized inlet pipe coming in from underneath..... it could have been tapered, but this will work effectively....

we had the tanks VERY tight on the vertical, and you could feel the heat difference accross the tank face....

we will not make nashville, as we will be testing... our plans are to be at kershaw and NJ...

cheers

cb

 

Glad to see you got the new core and setup in there. She's looking good Chad! Cant wait to see her roll.

My thoughts exactly.

 

i wanna see her on a track!

 

A shorter + wider I/C should be beneficial because that the air going through it has a greater number of tubes to travel through and for a shorter distance giving much less restriction. Since there's less air in each tube it doesn't have to spend as much time in the tube in order to cool the same. As long as the total frontal area of the I/C is the same it should cool the same but flow better. Of course that's all theory and it's called theory for a reason.

I know you guys took IAT readings and there's no arguing the numbers but I'm just trying to figure out why it didn't work as well as it should have or at least as well as I would have thought it should have. I'll be looking forward to see the dyno results with the new intercooler.

I'll be running at Jersey as well, can't wait to see the car run and maybe meet some of you guys.

 

Nice!

What size is the radiator?

PM me a price?

 

The radiator is our double pass...currently there are 4 of them out there... they use a super high fin density core... the car needs to be moving for it to work well, even though we had tested it in traffic in 90 degree heat and 40% humidity without water temps ever going over 200 degrees... as soon as the car starts rolling it drops to 175 degrees...

David Buschur was impressed that the car never went over 177 degrees (or 176 cant remember) after all of the dyno tuningin 85 degree heat...

here are some more pics...

here is a new airbox setup the guys are working on...







finally got the new 8 point scroth hans harnesses and our new wheel, so everything is ready except the flat portion of the underbody, which we will finish shortly...

our testing will first be on the SHORT jefferson circuit at summit point to work on low speed mechanical grip, then the big track... and then we are running at jersey motorsport park.... all of our testing will be private.

cheers

cb

 

Can you describe what you did to the front fenders? That looks like a great idea!

 

we did a few things...

we cut a groove on the back side where the flare tapers back in, and the fenders ends... then we bent the fender and rewelded.. we also removed the excess material from the backside of the fender to allow a pressure relief behind the wheel..... then we machined a standoff from the body out to the fender to space it out.. it is a steel rod with a male thread on one end (to thread into the body) and femal tapped on the other end to bolt the fender to it!

cheers

cb