mulcibre

Also, I believe the GM ones are the same material as the new subaru or whoever else, it's a thermoresin

haha with the puns already! Yeah, my concern is that 3 gallons of water, with active cooling, is proving insufficient with an undersized exchanger. If the fuel isn't even flowing as much, and has no active cooling whatever, I could see it being problematic as there *will* be soak to some degree, which would not be an issue with a properly thought out water/coolant based system. In this case, performance > simplicity IMO

each core slides into a tube with a slot on each side, this forces the air to flow over the entire surface of the core. I have the same sentiments about the fuel, I know fuel pumps move a lot of liquid, but i'm skeptical of it's ability to effectively cool the manifold. There was a guy running around with a AWIC setup on a WRX with a really small radiator, he needed 3+ gallons of reserve coolant to minimize soaking. Makes you wonder what would happen to the gas! For the cryo bar, do you mean evaporating liquid nitrogen in a bar in the manifold? That would be a pretty trick setup for drag. In that category, remember that with an AWIC setup, you can fill the reservoir with ice or some other cold substance (dry ice) to get additional short term cooling. As far as manifold heat soak goes, I'm not sure how much the AWIC performance is hampered by heat from the engine soaking to the cores. If you can keep the coolant temp down, the air would not heat up again appreciably prior to being mixed with the fuel and blown up. thermal insulation would equal a more efficient setup, but how would you construct a composite manifold?

I found this: http://adsabs.harvard.edu/abs/1987abe..symp..193W excerpt, "Fuel temperatures are varied from -20 C to +50 C. Over this range of temperature, the overall effect of an increase in fuel temperature is to reduce the mean drop size and broaden the distribution of drop sizes in the spray. Generally, it is found that the influence of fuel temperature on mean drop size is far more pronounced for diesel oil than for gasoline." OK, so thats NASA

check out frozenboost.com too for ideas I'm switching to standalone EM and rigging an AWIC setup on my WRX motor, gonna try for 1.1 bar on pump gas and PnP stock turbo. Will let you know how the AWIC does against a stock flamethrower The big deal with AWIC setup is that the water can soak up heat during a boost pull, then release the heat while you enter the next corner. As may have been mentioned, a peculiar trait of the setup is that the intercooler itself will release heat from the system when you're not under boost. I think the real question is, is the laminova style intercooler's efficiency enough better than traditional AWIC designs to make it worth the extra cost and complexity? As for refrigerant (AC) based systems, I think that is a big time case of diminishing returns. The laminova setup is already reducing temps almost back to ambient, the work required to get more energy out of that pressurized air is gonna be hard to get back with more spark advance and more boost.

the laminova cores are extruded aluminum, and are highly resistant to pulsations of the intake tract. There is a kit available for the NSX that fits four of those babies right under the blower, and they have had no issues.

the laminova cores actually have a fairly ridiculous internal surface area, using refrigerant would really work quite well. Ineptitude and I were discussing the potentially ridiculous proposition of a refrigerated manifold. Think on this though, your factory AC system is just cooling down ambient temp air, and not at nearly the rate a turbo moves it either. I suspect that a really large condenser would be necessary for extended sessions, and a more robust pump. I like the idea about the accumulator, I'm not overly knowledgeable about phase change cooling systems though. The original plan was to fit a large exchanger in the front bumper area. The Z's especially have lots of space up there for some serious cooling units. Just insulate the line running to the IC cores, and bam, instant close-to-ambient temps. The only complicated part of setting this up would be getting the laminova core manifold fabbed in the first place. The subaru's front end is tighter than well... use your imagination. It's gonna take some creative trimming to fit a large exchanger up there.