Tim, The thread this was pulled from went down the tube, but I wanted to continue this.

I only want to discuss the APTEN porting, not the others.

Apten ports the Eaton and creates a LARGER outlet for the air to pas through. Now this air only blows on a portion of the intercooler. A large portion of the "cooler" doesn't get used as efficiently as it should.

However, Apten adds a 2nd hole to allow the air to pass over/through more of the intercooler. So the efficiency of the intercooler is drastically improved.

Think of it like this:
A stock Lightning has a discharge temperature of around 120-130 degrees (average ambient intake temp)

A 6# lower pulley on a Lightning (non-ported eaton) will have a considerably higher discharge temperature, somewhere in the ball park of 170-180 degrees.

Now take that same 6# lower pulley and put an apten ported eaton, the discharge temperature (with the added 2nd hole) will have a discharge temperature around 130 degrees. Because the 2nd port allows more of the intercooler to be utilized!

Now, Apten has done a ton of R&D designing the ideal port(s). Any worries of the case being weakened from te larger port hole(s) should be put to rest, becuase of the number of L owners out there who are using them (me included) without any problems what so ever.

Now I recall a few months ago, you mentioned that there has to be a negative effect, and there is. The ported eaton generally results in a loss of PEAK torque. But as you and I know Peak Anything, means nothing. All that matters is MORE under the curve. And that is exactly what the porting delivers. Your Peak goes down a little, but the curve is higher and more flat, thus there is more "under the curve" as you put it.

lastly, there is another Benefit:
More Horsepower.
More peak and more under the curve, (raised acorss the RPM range)
However it is created mostly on the HIGH RPM of the Blower and engine.
But that is exactly where we need it!
Why?
Because once a lightning is up to speed, it has the areodynamics of a brick wall.
Everyone knows Torque gets you off the line, but Horsepower gets the High MPH. So right when we need horsepower the most, (near the end of the track) the porting kicks in and more HP is generated.

Having alittle LESS torque off the line, isn't the best thing, when you are trying to move a 4800lb farm truck, however in my case, having 500 or 515lbs of torque really isn't going to make a difference to me. I can't launch the truck right anyways.


I think everyone looks at the ported eaton as a power adder, which it is, however it simply make sthe intercooler work much more efficiently.//


THOUGHTS...
(this is only meant to be informational, nothing else)


EDITTED:

one last thing I forgot is that a ported eaton runs leaner, meaning more air is being put into the engine, without an increase in fuel.
Generally, a chip reburn is required.

 

good post.

 

I am not as informed as you guys but it occurrs to me that you basically have a plenum space above the intercooler as well as below.

I read your point about directing more air threw one section of the intercooler.

That may be true but it doesn't make sense? If you pack that upper section with air under pressure it is going to spread around trying to get out.

The temperture drop proves that. You can only transfer so much heat from X amount of surface area. The total area of the intercooler has to work in order to do this don't you think.

I am not speaking from facts. I am just giving you my thoughts from personal logic.

Great Post by the way. I love this kind of stuff. The original design engineers did a great job of choosing components and gave us room to grow in many areas to personalize our trucks.

 

I have to go with EZ on this one....implying that there are high flow / low flow areas over the intercooler would also imply a high pressure / low pressure situation IMO. And I don't see it that way.
Dale

 

My thinking is in line with EZ. The air should be pressureized going over the intercooler, or spread-out evenly.
Plus, did'nt Ford add one or two rows to the intercooler in 2001, to make it cool better??

 

L-menace's post is right on. He and I had this conversation when he came out from MI to our shop for dyno tuning on Monday. We discussed the differences between ported and non-ported.

This is what I typically see....

A stock truck will have IAT2 (after the I/C) temps around 130ish. Add a 6lb pulley on and they go up to about 160. The higher rpms create more boost, and more air compression in the blower has a by product of more heat.

Now you do a porting job, on the same truck with the same pulley combo, and IAT2 temps drop to about 115-120. I've yet to see IAT2 temps on a ported blower truck go over 125. Same blower rpm, same heat generated, less air charge temperatures after the I/C.

Why? Because of exactly what he said. You've got an I/C core that's about a foot long. But the outlet port of the blower is only about 4 inches or so long, and all the way at the front of the core. Now Ford tried to redirect the outcoming air across more of the I/C by casting the midplate with a ramp (proof that pressure does not make the charge go evenly over the core if they were trying to improve it), but it doesn't hit the rear of the core well. With the porting job, you've got an extra 2-3 inches back, and a wider and more flowing main port. So you are now directly putting more of tha air charge across more of the I/C core, and having more heat exchange taking place.

The numbers don't lie, a 40 degree drop in charge temps is a big deal.

 

OK, so let's have the numbers!

Suavy

Sal, still waiting for a response to the e-mail I sent you?

 

I added my APTEN porting with the below mods. Since I haven't dynoed for A/F ratio (ever), I added 5% fuel via the Predator to compensate for the APTEN. Is this in line with safety as far as A/F mixtures go? I have seen some posts of people who dynoed before and after the APTEN and their A/F remained practically identical (give or take 2-3 tenths).

 

I'm betting that the air flow velocity below the blower is high enough that there are definite pressure gradients at the intercooler with the highest airflow taking the shortest path. As such some areas of the intercooler are going to see higher thermal loads than others.

The idea of the Apten port offering better distribution over the IC surface appears to me to be a reasonable explanation of the temperature drop.

Since the Apten port does not tighten up the clearance between the rotors, the efficiency of the rotors themselves should not change. When Nylatron tips (seals running along the rotors) are added to a GMC blower, the discharge temperature drops and the boost rises. Mr. Boyle would question how those two events could ever happen together, but they do because of less recirculation within the blower from leakage betwen the rotors.

What is the role of the four small slots adjacent to the discharge port in the bottom of the Eaton?

 

Glad to hear that you got Sal to dynotune your truck. I know you were in good hands. Do you have any before and after numbers on the Apten? I made a very nice gain and I always wondered if the major gains where from the movement of air vs fuel or rather the intercooler becoming more efficient. I know more air was being moved thru the motor and the truck became dangerous lean after the port job. Good insight!

And your are very right about the other thread being flushed

 

I believe they are designed to control noise emitted from the supercharger (you know how OEMs like to keep the intake and exhaust quiet).

 

How much would the temp drop if you installed one spal 6.5 fan on the heat exchanger? or two? 4lber, Afco HE and Apten ....

 

Weld'em shut

 

GOOD POST l-menace
remember Tim is a lawyer......

l-menace However, Apten adds a 2nd hole to allow the air to pass over/through more of the intercooler. So the efficiency of the intercooler is drastically improved.

exactly, the intercooler is the key to the ported blower gains. It can keep up with the (larger mass ie velocity more air per unit of time) provided by the blower porting.



theperfectstorm
My thinking is in line with EZ. The air should be pressureized going over the intercooler, or spread-out evenly.
Plus, did'nt Ford add one or two rows to the intercooler in 2001, to make it cool better??

it is pressurized, thats what the big "eaton pump" is doing presurizing and increasing density and it spreads out, pressure is dependant to the resistance of the flow of the air leaving the blower and more importantly increasing density. The intercooler reduces temperature and consequently "pressure" for each unit mass of air that leaves the blower. your pumping a mass of air at a lower pressure, which is easier, because the intercooler is there and increase density.

It may be possible to see more gains with even larger exit porting...Apten might have experimented with this .....


there is a point where with a 6 pound pulley, blower speed is increased to a point where heat created decreases the air density to where additional boost is just offset by the increased heat shown by the chart .......6 with a ported eaton will be more efficient.

 

Tim is preparing his rebuttal as we speak. If I was you menance I'd dissapear for a while.