In your review as ı see , you labelled the bar and plate designs as better but most Ic designers produce tube fin designs for competiton / track purposes. For instance wagner produces the same kit both as a bar plate(performance ,daily purposes) and tube fin ( competition series / track purposes ) cos tube fin designs cools easier. What's your comment on that ?
The tube and fin is used by some race teams, but is rather uncommon as an application in the automotive world. Very few companies make them. With high levels of investment, yes they can perform very well, however, one of the core reasons they actually don't use them as often in racing (dependent on the type of racing), is because of the failure attributes. If and when the tube and fin were to fail, damage to the engine will happen much more rapidly, there is a higher flow rate.
Cold air is more dense. And therefore will have a higher mass of oxygen, which will increase massflow into the engine, and with higher massflow, power is increased.
journeynorth.org/tm/crane/JoeAudio_CoolAirBest.html Not exactly the same application as an intercooler, but it does explain the difference in oxygen levels between cold and warm air.
Air is about 78% nitrogen and 21% oxygen... Nitrogen is inert, so it's not really valuable in the combustion process inside an engine... it's really the oxygen we want to increase in a given volume but to get more O2 in, we also have to put more N in. In a given volume(an intake stroke of the piston for example), if we drop the overall air temperature going in by 10 degrees we are then more or less theoretically sending about 1psi more nitrogen/oxygen together into the cylinder... but like I said it's really the more oxygen we want. It's important to note that intercoolers will drop intake PSI, which is why you don't really use on an a N/A car because you have no way to recover the loss in PSI... you have less PSI, so less O2... and your engine will have to compensated by putting in less fuel... Less power then... just not efficient. Instead... we use a Turbo for example that generates, say, 8 PSI then drops to say 6 PSI by the time it leaves an intercooler to send to the intake. And given the intercooler also cools the air, it's more efficient to use a smaller Turbo that generates LESS PSI, and rely instead on using cooler air. Imagine how big the turbo would have to be if it didn't have an intercooler! Bigger turbo means more weight, less room under engine bay, and more metal to eventually be heat soaked which then that heat taxes many different aspects of engine performance. Alternatively you could pour NOS into the intake which when released breaks down leaving more Oxygen... many people do that instead of using Turbos. Really there are a few ways to delivery more O2 into a cylinder as is evident in the different race cars you may come across. But then again you can't just stuff all you want into any cylinder no more than you can blow up a balloon infinitely... eventually it will pop! Which is why some guys decide to run larger displacement engines. The parts are bigger and more robust so you can throw more into it without the piston seals blowing for example. Every engine has a sweet spot and it can be very difficult to determine what YOUR particular engines sweet spot is because so many factors are "moving targets" such as heat, Elevation, compression efficiency etc etc. Because of these "moving target" fluctuations It's basically a fucking mess tuning a car from one day to the next which is why performance cars are sch a PITA.
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what is the average temperature change for hot to cold I run a 6.7 cummins turbo diesel
Pretty good mate.
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now i get it, cool. Thanks
In your review as ı see , you labelled the bar and plate designs as better but most Ic designers produce tube fin designs for competiton / track purposes. For instance wagner produces the same kit both as a bar plate(performance ,daily purposes) and tube fin ( competition series / track purposes ) cos tube fin designs cools easier. What's your comment on that ?
The tube and fin is used by some race teams, but is rather uncommon as an application in the automotive world. Very few companies make them. With high levels of investment, yes they can perform very well, however, one of the core reasons they actually don't use them as often in racing (dependent on the type of racing), is because of the failure attributes. If and when the tube and fin were to fail, damage to the engine will happen much more rapidly, there is a higher flow rate.
why does cold air have more oxygen ?
Cold air is more dense. And therefore will have a higher mass of oxygen, which will increase massflow into the engine, and with higher massflow, power is increased.
Cold means all other gas are also cold, so they will show same property as oxygen. so on the whole, no difference.
journeynorth.org/tm/crane/JoeAudio_CoolAirBest.html
Not exactly the same application as an intercooler, but it does explain the difference in oxygen levels between cold and warm air.
Air is about 78% nitrogen and 21% oxygen... Nitrogen is inert, so it's not really valuable in the combustion process inside an engine... it's really the oxygen we want to increase in a given volume but to get more O2 in, we also have to put more N in.
In a given volume(an intake stroke of the piston for example), if we drop the overall air temperature going in by 10 degrees we are then more or less theoretically sending about 1psi more nitrogen/oxygen together into the cylinder... but like I said it's really the more oxygen we want.
It's important to note that intercoolers will drop intake PSI, which is why you don't really use on an a N/A car because you have no way to recover the loss in PSI... you have less PSI, so less O2... and your engine will have to compensated by putting in less fuel... Less power then... just not efficient.
Instead... we use a Turbo for example that generates, say, 8 PSI then drops to say 6 PSI by the time it leaves an intercooler to send to the intake. And given the intercooler also cools the air, it's more efficient to use a smaller Turbo that generates LESS PSI, and rely instead on using cooler air. Imagine how big the turbo would have to be if it didn't have an intercooler! Bigger turbo means more weight, less room under engine bay, and more metal to eventually be heat soaked which then that heat taxes many different aspects of engine performance.
Alternatively you could pour NOS into the intake which when released breaks down leaving more Oxygen... many people do that instead of using Turbos. Really there are a few ways to delivery more O2 into a cylinder as is evident in the different race cars you may come across.
But then again you can't just stuff all you want into any cylinder no more than you can blow up a balloon infinitely... eventually it will pop! Which is why some guys decide to run larger displacement engines. The parts are bigger and more robust so you can throw more into it without the piston seals blowing for example. Every engine has a sweet spot and it can be very difficult to determine what YOUR particular engines sweet spot is because so many factors are "moving targets" such as heat, Elevation, compression efficiency etc etc.
Because of these "moving target" fluctuations It's basically a fucking mess tuning a car from one day to the next which is why performance cars are sch a PITA.
Because its condensed.