E55 cooling project
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E55 cooling project
i am working on a cooling project using the cryo2 system.. ill use it to cool the air going to the supercharger and cool the intercooler... pic will be there soon.. wish me luck 
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2004 E55
Originally Posted by E55HID
i am working on a cooling project using the cryo2 system.. ill use it to cool the air going to the supercharger and cool the intercooler... pic will be there soon.. wish me luck
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From: SoCal
W221
^^
I was just about to say the same thing...
The front mount is not the intercooler. From my knowledge, the intercooler is right below the supercharger...so unless you found a way to go through the intercooler underneath the blower, I think this topic has already been talked about???
I was just about to say the same thing...
The front mount is not the intercooler. From my knowledge, the intercooler is right below the supercharger...so unless you found a way to go through the intercooler underneath the blower, I think this topic has already been talked about???
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From: London, UK
No longer stock '06 E55, A3 3.2 Quattro, GLE 400d, R107 280SL, Golf Polo
What would be better
1 fitting a fatter IC under the S/C (Assuming there is sufficient space etc to allow this)
or
2 A bigger heat exchanger...?
1 fitting a fatter IC under the S/C (Assuming there is sufficient space etc to allow this)
or
2 A bigger heat exchanger...?
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why is it under the s/c that is a bad design. i thought it was the one behind the s/c.... can anyone show pic of the acctual s/c i/c plzzz???
well anyway am going to spray the liquid CO2 on the heat exchanger and ill hit the dyno asap and will let you guys know about the resaults..... finger crossed.
well anyway am going to spray the liquid CO2 on the heat exchanger and ill hit the dyno asap and will let you guys know about the resaults..... finger crossed.
Last edited by E55HID; Jun 13, 2006 at 07:32 AM.
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Joined: Mar 2004
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From: Palm Beach Gardens, Fla.
2004 E55
Originally Posted by E55HID
why is it under the s/c that is a bad design. i thought it was the one behind the s/c.... can anyone show pic of the acctual s/c i/c plzzz???
well anyway am going to spray the liquid CO2 on the heat exchanger and ill hit the dyno asap and will let you guys know about the resaults..... finger crossed.
well anyway am going to spray the liquid CO2 on the heat exchanger and ill hit the dyno asap and will let you guys know about the resaults..... finger crossed.
This is the most efficient design for "Boosting" applications.
You have quicker throttle responses(instantaneous)-'cause you're not losing pressure to long intake pipes!
The trick is to get the coolant coming from the heat exchanger to be as "Cold" as possible...that will allow the IC to also be effective at cooling the pressurized air.
I have actually thought of designing an exchange cooler that has auxilliary lines and small pump (closed system) where we could place "ICE and run ice water" that would be effective for say hrs. at a time???
Try what your doing - I'm interested to see the results.
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Originally Posted by stevebez
What would be better
1 fitting a fatter IC under the S/C (Assuming there is sufficient space etc to allow this)
or
2 A bigger heat exchanger...?
1 fitting a fatter IC under the S/C (Assuming there is sufficient space etc to allow this)
or
2 A bigger heat exchanger...?
But if I had to guess, I would go with #2.
With #1, the intake charge is exposed to more surface cooling area, which should provide a little additional cooling. But each time the coolant makes a pass through the system, it brings back a little more heat for the heat exchanger to process. If the size of the heat exchanger is just big enough the cool the original IC, the coolant begins to heat up. Eventually, it will reach an equalibrium temperature, but that temperature might be a little higher than if the IC were smaller. Bigger cooling area with a little warmer coolant could equal no difference. Or it could be worse.
With #2, the coolant extracts the same amount of heat in the IC, but with a bigger heat exchanger, it should be cooled to a lower temperature. So lower-temperature coolant is circulating, which will provide for a lower intake charge temperature.
With both options there's additional mass to absorb heat due the increased amount of coolant - both benefit.
Of course, this is just my opinion and I could be wrong.
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HI!
I know that this topic has been discussed to death so forgive me in avance if this has been talked about. As I understand, the water that runs thru the heat exchanger is the same water that runs thru the radiator, so it is safe to assume that it will not be colder than 180 to 200F most of the time. This will cool the intake charge somewhat, but not more than to the temperature of the water. I have not looked at the specifics (I'm sure someone has), but I believe that the most basic thing to do, would be to close the system so that the water in the intercooler does not mix with the water in the engine. I know some of the tuning companies provide their systems with extra heat exchangers and pumps, but I wonder if anyone has tried to create an independent system using our factory heat exchanger and seen results. This would probably be the "best bang for the buck" solution. As I said before, I don't know if this would be possible, but maybe it is
Best Regards
Victor
I know that this topic has been discussed to death so forgive me in avance if this has been talked about. As I understand, the water that runs thru the heat exchanger is the same water that runs thru the radiator, so it is safe to assume that it will not be colder than 180 to 200F most of the time. This will cool the intake charge somewhat, but not more than to the temperature of the water. I have not looked at the specifics (I'm sure someone has), but I believe that the most basic thing to do, would be to close the system so that the water in the intercooler does not mix with the water in the engine. I know some of the tuning companies provide their systems with extra heat exchangers and pumps, but I wonder if anyone has tried to create an independent system using our factory heat exchanger and seen results. This would probably be the "best bang for the buck" solution. As I said before, I don't know if this would be possible, but maybe it is
Best Regards
Victor
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No Victor, this is not accurate. If the IC coolant were at engine-coolant temperature, the supercharger would always be on the verge of disengagement, since the intake charge would be near 200 degrees. These two systems share the same overflow tank, so they don't really mix, per se. They are separate other than that.
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From: Palm Beach Gardens, Fla.
2004 E55
Just a note:
The coolant @ the thermostat maybe 190+, but the coolant (cooled side)coming out of the radiator is more like 110-130. If it is then routed to the Heat exchanger(any help here on flow direction is appreciated) it will be cooled even more.
Hence the coolant (exiting the heat exchanger)going to the I/cooler I would speculate to be in the 90-110degree range. The real trick here is to get the coolant even "colder"...especially under extreme loads.
Still interested in this cooling project.
The coolant @ the thermostat maybe 190+, but the coolant (cooled side)coming out of the radiator is more like 110-130. If it is then routed to the Heat exchanger(any help here on flow direction is appreciated) it will be cooled even more.
Hence the coolant (exiting the heat exchanger)going to the I/cooler I would speculate to be in the 90-110degree range. The real trick here is to get the coolant even "colder"...especially under extreme loads.
Still interested in this cooling project.
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Joined: Jun 2005
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From: Mia
2005 E 55
Originally Posted by Kens-E55
Just a note:
The coolant @ the thermostat maybe 190+, but the coolant (cooled side)coming out of the radiator is more like 110-130. If it is then routed to the Heat exchanger(any help here on flow direction is appreciated) it will be cooled even more.
Hence the coolant (exiting the heat exchanger)going to the I/cooler I would speculate to be in the 90-110degree range. The real trick here is to get the coolant even "colder"...especially under extreme loads.
Still interested in this cooling project.
The coolant @ the thermostat maybe 190+, but the coolant (cooled side)coming out of the radiator is more like 110-130. If it is then routed to the Heat exchanger(any help here on flow direction is appreciated) it will be cooled even more.
Hence the coolant (exiting the heat exchanger)going to the I/cooler I would speculate to be in the 90-110degree range. The real trick here is to get the coolant even "colder"...especially under extreme loads.
Still interested in this cooling project.
Senior Member
Joined: Mar 2004
Posts: 385
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From: Palm Beach Gardens, Fla.
2004 E55
Originally Posted by rflow306
...While having a reservoir with ice will work wonders at the track and dyno on the street i don't think it will be to practical for the long haul.
The track and Dyno and occasional "tear'n"
up the streets is where this would do wonders.
