ATI has had self-contained centrifugals on the market for over a year now. They have very little area (just the mounting bracket) in which to transfer the heat to the engine. They run cooler than oil-fed blowers (though the oil will get hot if in continuous boost, which almost never happens).

I have no idea what "The secondary air temp after the intercooler could be cooler because the intercooler doesn' t have the blower heat load on it now" means. The heat load that the intercooler deals with is ambient, not transfer. So if the blower is running hotter, the air exiting the blower will be hotter and the heat load on the intercooler will be higher. Net result -- the intake air will be hotter. Any heat transfer from the blower case would be absorbed by the block/heads, not by the intercooler. "Cooler air, with a hot blower" doesn't seem possible. I could be wrong, but damn if I can see how.

 

easterisland,

Did you have to get a new belt and all that associated stuff if you raise the blower?

I am following this very closely.

what were the temps before the testing?

 

I have a comma deleted auto tap file if any one wants to see. It just won't show the blower exit air temp. Since I reinstalled the coolant reservoir infront of the air filter the temps are 2-5 degrees higher than what the console says depending upon speed. I would say the average temp of air exiting the blower was 200-210 and when I go into boost hard the temps will go to 280-300...I don't have a gauge for the intercooler water temp. The water was hotter than normal. I think the intercooler is now more efficient.

 

The belt I have works fine. The spacer thing is only 1/8th inch tall. If it was a taller spacer I would have to hammer the firewall in.

 

I'd like to take a loot at it. tundra_svt@yahoo.com

I don't understand, the intercooler water is hotter? What exactly have you changed, and what are you monitoring?

 

With the autotap I can see the temperature of the air entering the filter and the temperature entering the cylinder. I have an autometer gauge which lets me see the air temperature before the heat exchanger after the blower. I also have the temperature gauge in the upper console. Since these are not instrument which are highly calibrated I can only guess they are somewhat accurate.
I'll send you the files in just a second.
62403 is the file from last night and 62603 is the file from this morning. You won't have the blower exit temps, but I'll post some of what I wrote down later when I'm not too busy.

 

It was 77° when I left home.
idle
intake 1 temp 75°
blower exit temp 81°
intake 2 temp 90°
efficiency %

2300rpm 4th
82
160
96
82%

2350rpm 4th
82
175
103
77%

1360rpm 4th
90
165
115
67%

2000rpm 4th
88
175
110
75%

2000rpm 4th 60mph 81°
86
180
113
71%

2000rpm 4th 60mph 80°
84
175
110
71%

2350rpm 4th 70mph 79°
84
195
111
76%

2350rpm 4th 70mph 77°
84
190
111
75%

2660rpm 4th 80mph 78°
84
205
113
76%

2670rpm 4th 80mph 79°
88
210
115
78%

2675rpm 4th 80mph 78°
88
210
116
77%

2983rpm 4th 90mph 79°
88
220
115
80%

2980rpm 4th 90mph 79°
84
225
115
78%

3050rpm 4th 95mph 79°
84
230
117
77%

Usually putting around with the temp at 80° the blower exit air temp would be around 170-180°. The temps did rise quick with loss of vacuum, but they also went down quick. The temps seem to go up a lot quicker with the spacer than w/o the spacer, but the after intercooler temps seem cooler. The air entering the cylinder has usually been 40° higher than the air coming into the filter with the pulleys I am currently running (22psi.) I have noticed that when I run less pullies(15psi) that the temps are lower.

I also forgot add that my intercooler system amy be larger than waht others have and someone with the stock system amy get different results. I have JDM lower heat exchanger with two 7.5" spal fans, stock heat exchanger in front of air conditioner condenser, and also routed through the heater core. I also have rubber hose instead of the hard metal lines.

 

I posted in another thread about a month ago with some data I had collected.
https://www.f150online.com/forums/sh...hreadid=115926

 

these numbers are with the KB correct???

 

YEs, KB and a 7.9" lower and 2.5" upper. That makes it a 3.16:1 ratio.

3.16 x engine rpm = blower rpm


BTW, when I pulled the blower yesterday it looked perfect. No scratches on the rotors like the eaton. I have approx 10K miles on the blower.

 

Why would you get scratches on the blower? The rotors should never touch. Or was it more like the rotors were melting?

Dion

 

Whoa! That's some serious heat exchanging there.

From my research, the limiting factor in air-to-water effectiveness (which, by definition, must be measured in a steady-state condition) is typically the heat exchanger. This is because the core can usually pick up more heat than the exchanger can shed, leading to a gradual increase in coolant temps. This is no big deal for most drivers, who are in the boost only intermittently, giving the coolant a chance to cool back down before the next WOT blast. So the OEMs worry less about shedding coolant heat than picking it up from the core.

 

If Leonards intercoolant temp is rising, this does infact say his intercooler is removing the heat from the blower more efficiently. The core of the intecooler is taking the heat and xfering it to the coolant. By isolating the blower from the block/heads, this is allowing the intercooler to do its job without heatsoak to the blower case.

Im sure greater gains can be had with a thicker spacer, but of course, other issues must be tackled to get it all to work together.

Now that the coolant temps are greater, the JDM heat exchanger is a more worthwild mod to have.

 

Hmmm....maybe you need to use the stock heat exchanger with a manual pump, and find a way to cool the blower. Seal a U-shaped piece of sheet metal over the center part of the blower, and notch the air cooling ridges at alternate ends. Have the coolant enter one end, and flow back and forth through the valleys until it comes out the other side...