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SVT Shelby GT500
Who Is It That Modifies The Intake Manifold/Intercooler?
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<blockquote data-quote="sqidd" data-source="post: 16090261" data-attributes="member: 4774"><p>This is a misleading statement. The water is only "fresh" until it has picked enough heat that it no longer has the temp delta it had entering. And then at the point where the water has picked up so much heat where there is no/very little temp delta. Where these points are at depends on discharge temp, water temp, and water speed. But in no situation is it "fresh" all the way through the core. The single pass water will pick up heat at the same measurable rate as a dual pass and they will both have "fresh" water at equal points of IC volume used/traveled through. There is a on paper argument that the slower water speed in a single pass vs a dual pass can extract more heat. But it is offset by the on paper argument that the faster water speed through the core creates more turbulence which reduces the boundary layer increasing heat transfer rate. I have never seen any data to support a single being better than a dual pass or vice versa. I have looked high and low in addition to testing I have performed myself.</p><p></p><p></p><p></p><p></p><p>That is an incorrect statement when factoring the core sizes that are being used. There is zero flow rate difference through the IC when comparing single vs dual pass. You would have to run a core volume that is under 25% of what "standard" is to begin to see a flow restriction using a dual pass. And no one is running a core that small.</p><p></p><p></p><p>With a -20AN inlet</p><p></p><p>-Dual 12AN outlets are a 28% restriction in flow.</p><p></p><p>-Dual 16AN outlets are not a restriction in flow.</p><p></p><p></p><p></p><p>This is an incorrect statement. On paper you can show a gain with the single. But it's so small as to be immeasurable. Under .25deg. In reality if the advantage is there, it's impossible to measure with avilable testing procedures and equipment.</p><p></p><p></p><p>This is correct. But it has nothing to do with how many passes are in play. It is 100% dictated by line size.</p><p></p><p></p><p>100% not true.</p><p></p><p>-----------------------------------------------------</p><p></p><p>In no way am I suggesting that the Fischer Motorsports manifold does not perform very well and a lot better than what is currently available.</p><p></p><p>I'm not attempting to argue these points. And I won't. My internet policy is to lay out the facts as I know them and then not comment again. Readers can take them or leave them. No amount of arguing has ever changed anyone's mind on the internet.....ever.</p><p></p><p>My comments/data is based on water flow rig testing, extensive computer modeling which was backed up by a couple of hundred hours on the engine dyno (this allows an incredible control of variables you can't approach when testing with a car) testing different configurations, flow rates, line sizes, core designs, etc.</p></blockquote><p></p>
[QUOTE="sqidd, post: 16090261, member: 4774"] This is a misleading statement. The water is only "fresh" until it has picked enough heat that it no longer has the temp delta it had entering. And then at the point where the water has picked up so much heat where there is no/very little temp delta. Where these points are at depends on discharge temp, water temp, and water speed. But in no situation is it "fresh" all the way through the core. The single pass water will pick up heat at the same measurable rate as a dual pass and they will both have "fresh" water at equal points of IC volume used/traveled through. There is a on paper argument that the slower water speed in a single pass vs a dual pass can extract more heat. But it is offset by the on paper argument that the faster water speed through the core creates more turbulence which reduces the boundary layer increasing heat transfer rate. I have never seen any data to support a single being better than a dual pass or vice versa. I have looked high and low in addition to testing I have performed myself. That is an incorrect statement when factoring the core sizes that are being used. There is zero flow rate difference through the IC when comparing single vs dual pass. You would have to run a core volume that is under 25% of what "standard" is to begin to see a flow restriction using a dual pass. And no one is running a core that small. With a -20AN inlet -Dual 12AN outlets are a 28% restriction in flow. -Dual 16AN outlets are not a restriction in flow. This is an incorrect statement. On paper you can show a gain with the single. But it's so small as to be immeasurable. Under .25deg. In reality if the advantage is there, it's impossible to measure with avilable testing procedures and equipment. This is correct. But it has nothing to do with how many passes are in play. It is 100% dictated by line size. 100% not true. ----------------------------------------------------- In no way am I suggesting that the Fischer Motorsports manifold does not perform very well and a lot better than what is currently available. I'm not attempting to argue these points. And I won't. My internet policy is to lay out the facts as I know them and then not comment again. Readers can take them or leave them. No amount of arguing has ever changed anyone's mind on the internet.....ever. My comments/data is based on water flow rig testing, extensive computer modeling which was backed up by a couple of hundred hours on the engine dyno (this allows an incredible control of variables you can't approach when testing with a car) testing different configurations, flow rates, line sizes, core designs, etc. [/QUOTE]
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Who Is It That Modifies The Intake Manifold/Intercooler?
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