i think CBRD did something like this.

 

Thank you for this write up and also the link. This helped me in my choice of intercoolers.

 

there is alot of consideration into end tank design etc...

some believe its negligible.... but when racing... every little detail counts..

attack with a razor not a sledgehammer in racing...

cb

 

Just something off the top of my head, but if the TB is before the IC and the pipes blow off (seems to happen a lot on Evos), then you would have no control over the flow of air into the engine? You should probably turn off the engine if you lose a IC pipe, but the average guy on the street might not know that and may try to drive it home or something and if they got hurt then that is just asking for liability issues = $$$

Also, OEM is all about what is the cheapest way to produce. I am expecting them to go to plastic end tanks like on modern radiators eventually

Plus they would have to redesign the packaging in the engine compartment, which is just more $$$

 

Ahaha I didn't even think about that. I'm sure the MAF sensor dumping fuel into the chambers would keep the engine from getting out of hand, but it's an interesting proposition. I wouldn't mind seeing it happen to someone elses car :-D

 

http://www.are.com.au/feat/techtalk/intecoolersMR.htm

End thread.

Scorke

 

You might want to start making your own IC's then

Scorke

 

stranger things have happened

cb

 

 

Just one small detail that is kind of important. All of those cars also used individual throttle bodies in the intake manifold. Thus the actual engine response is controlled by the ITBs and these additional valves are likely controlled by manifold pressure and throttle position in an attempt to optimize turbo efficiency, provide a linear torque curve and to keep the turbo freewheeling in a lower pressure environment.

 

Aby definitely knows what he is talking about, he used to work on those cars.

 

Some engine manufacturers used IGVs to impart a 'pre-swirl' to the airflow just upstream of the compressor wheel. Using the IGV in this 'analog' manner reduced the incidence angle of the flow at the inducer, improving compressor efficiency during part-load operation.

Others just snapped the IGVs closed to reduce compressor load during gearchanges (as Aby mentions). This sends the compressor into deep surge momentarily so a robust bearing system was a must when IGVs were used this way...

 

Awesome, appreciate it.
Dan

 

Just about added this link for you as well, lucky I read the whole thread. It's a very interesting read from ARE, that's their gig....cooling.

Steve

 

wow!!!