Latest Updates |
Home Automation |
Self Build House |
Parts for sale |
Electric Go Kart Part 1 |
Electric Go Kart Part 2 |
Contact |
UK Cold war related |
Bungalow Project P2 |
Bungalow Project P3 |
Bungalow Project P4 |
Bungalow Project P5 |
Bungalow Project P6 |
Bungalow Project P7 |
Croyde ROC post |
RAF Holmpton cold war bunker |
Kelvedon Hatch cold war bunker |
Salisbury 2000 Pics |
4x4 Picture Gallery 1 |
Wales 2003 |
4x4 Picture Gallery 1 |
June 2008 -
Took my car to Marlin Motors who have a MAHA 1000BHP 4WD rolling road. Met Martin,
who's a decent bloke. Had a natter then strapped it in. Main problem is that their
very powerful blower doesn't reach my radiators and importantly my charge cooler
radiator -
The other problem is that its an automatic, so you have to play around a little to
get it to stay in the same gear during the run -
So what does it do mister?
Dyno gave 230BHP at the wheels, 370BHP calculated at the flywheel. Considering that
its a 5.7 running 9Lbs of boost I was expecting closer to 250 at the wheels -
I have entered the exact data collected during the run (specifically turbo inlet temp, AFR, RPM) into Eric Fahlgren's Turbo calculator and then adjusted the engine efficiency value until I gave the same calculated BHP as the dyno figure.
Using that as a baseline, I then adjusted the intercooler efficiency to achieve a
more reasonable 30'c inlet temperature (10'c delta over the ambient) -
If you look at the torque curve above, you will notice that there is a "sag" in the
mid range -
Dyno Datalog:
Purple is throttle position, not 100% till about 4800 RPM. Green is boost:
Comparison with a road datalog, notice that the boost pressure is much straighter
from earlier -
Chargecooler Radiator Testing
Given my high inlet temperatures and the unwillingness of the chargewater to reduce in temperature, I wondered if my chargecooler radiators were working effectively. So I performed some experiments with them to determine if water is flowing over the entire core and the effect of adding fans.
First I joined two Jaguar XJR chargecooler cores together and added a small fan -
These are intercooler cores designed for inside the manifold -
Next I removed one of my actual radiators and created a dual-
The first thing it did prove that water flows throughout the entire core as whole
matrix became hot as soon as the pump came on. Then when I turned the fans on the
temperature dropped rapidly, far quicker than the Jag intercooler cores -
This graph compare the results from both cores. You can see that there is a rapid
drop in temperature because there is a large delta between ambient and the water,
but as the temperature comes down -
In normal driving I don't think the water temperature exceeds 25'c, so we can see it takes about 2 minutes to return the water back to ambient.
On Road
Whilst the radiator was ducted with the fans, I attached it to the front of the car
and went for a drive -
Next steps
So my next steps are to play around more with keeping the turbo inlet temperatures down, with insulation and relocating the airfilters.
July 2008
I have been testing and playing around with the air filter layout. From datalogging, I can see the air arriving at the inlet of the turbos is significantly over ambient. Through some testing I have established that this is due to both the location of the air filter and the fact that the induction pipes aren't insulated. Surprisingly, even with the inner wings removed and the filters attached just behind the front of the car, I was still getting a 10 delta temperature increase. Clearly, there is masses of warm air swirling around the inner wing area.
The only way to get cool air into the filter was to attach it to the front bumper.
/Front bumper air filter pic/
Taking that a step further, I adapted a std land-
/landy air filter/
Again through datalogging, the inlet temperature is still high until you get onto
boost which has sufficient air flow to cool things down. So overall, an improvement
-