Datalog result
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Senior Member
Joined: Mar 2006
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From: San Diego.Ca
K3 05 E55 sold, 09 GL550
Datalog result
Just bought the scanner tool to datalog the IAT of my K2 E55
plus 10cfan,PTE160 stat, C090 Johnson pump
outside temp was 82 to 85 degree .I drove while biturboAMG sat on the driver side checked the scanner's code
On the hard run from light to light (0 to 100MP) never go over 130 .
On highway run the IAT reached about 110 and down 105
The coolant temp was 190 or 192 all the time
I don't know is that the normal or not can someone tell me pls .Hope Biturbo chime in and tell you guys more about this. Thanks
plus 10cfan,PTE160 stat, C090 Johnson pump
outside temp was 82 to 85 degree .I drove while biturboAMG sat on the driver side checked the scanner's code
On the hard run from light to light (0 to 100MP) never go over 130 .
On highway run the IAT reached about 110 and down 105
The coolant temp was 190 or 192 all the time
I don't know is that the normal or not can someone tell me pls .Hope Biturbo chime in and tell you guys more about this. Thanks
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From: So.Ca.
E55
Those numbers look good too me.The rule is 20 degrees over ambient at cruising speeds,if Im not mistaken.I could be wrong though.
I know that some guys reach 140 at the end of a hard run but they also run low 11's or even mid 10's.
I'd be happy with the results you got.
I know that some guys reach 140 at the end of a hard run but they also run low 11's or even mid 10's.
I'd be happy with the results you got.
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'03 E55, Range Rover Sport Supercharged, Ducati 748R
imho, it's a trade off. i think it's beneficial if you haven't separated the i/c and engine cooling circuits because you need every advantage to keep iat's down to make power. once you separate the systems, keeping the engine coolant temp around 180 is probably more efficient for making power.
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From: So.Ca.
E55
imho, it's a trade off. i think it's beneficial if you haven't separated the i/c and engine cooling circuits because you need every advantage to keep iat's down to make power. once you separate the systems, keeping the engine coolant temp around 180 is probably more efficient for making power.
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From: Bay Area, CA
05 E55, 07 SL65, 06 S4
This conclusion makes no sense to me, the discussion of separated coolant circuit never did: Why would DC put a separate cooler in for the intercooler if its just regular coolant? Why not increase the radiator, forget the intercooler heat exchanger. Moreover, if he runs coolant temp of around 190, how can the IAT be 140?
The way the coolant circiuit apparently works is that the coolant for the engine and the IC do not mix, but the connection is simply to have only one reservoir to keep both radiators supplied.
Make a test yourself: From a cold start, make a run without S/C engagement for about 10 minutes, open the hood and touch the 2 metal pipes that connect the S/C IC - they are cold to the touch - at least in my car, even if the coolant temp is hot. Ergo, they don't mix.
The way the coolant circiuit apparently works is that the coolant for the engine and the IC do not mix, but the connection is simply to have only one reservoir to keep both radiators supplied.
Make a test yourself: From a cold start, make a run without S/C engagement for about 10 minutes, open the hood and touch the 2 metal pipes that connect the S/C IC - they are cold to the touch - at least in my car, even if the coolant temp is hot. Ergo, they don't mix.
imho, it's a trade off. i think it's beneficial if you haven't separated the i/c and engine cooling circuits because you need every advantage to keep iat's down to make power. once you separate the systems, keeping the engine coolant temp around 180 is probably more efficient for making power.
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From: So.Ca.
E55
This conclusion makes no sense to me, the discussion of separated coolant circuit never did: Why would DC put a separate cooler in for the intercooler if its just regular coolant? Why not increase the radiator, forget the intercooler heat exchanger. Moreover, if he runs coolant temp of around 190, how can the IAT be 140?
The way the coolant circiuit apparently works is that the coolant for the engine and the IC do not mix, but the connection is simply to have only one reservoir to keep both radiators supplied.
Make a test yourself: From a cold start, make a run without S/C engagement for about 10 minutes, open the hood and touch the 2 metal pipes that connect the S/C IC - they are cold to the touch - at least in my car, even if the coolant temp is hot. Ergo, they don't mix.
The way the coolant circiuit apparently works is that the coolant for the engine and the IC do not mix, but the connection is simply to have only one reservoir to keep both radiators supplied.
Make a test yourself: From a cold start, make a run without S/C engagement for about 10 minutes, open the hood and touch the 2 metal pipes that connect the S/C IC - they are cold to the touch - at least in my car, even if the coolant temp is hot. Ergo, they don't mix.
Last edited by Jrocket; Aug 5, 2007 at 10:12 PM.
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E55
How beneficial is seperating the coolant systems? If the radiator uses the thermosat (particualry PTE's 160 thermostat) I assume that it keeps the coolant around 160 degrees.
Now what regulates the coolant in the seperated system for the I/C. I would think that ideally you would want this coolant to flow as cool as possible without freezing at all times. Is it possible to have a seperate thermostat for this system. Has anyone done any testing to determine the temperature differences in a seperated coolant system.
Now what regulates the coolant in the seperated system for the I/C. I would think that ideally you would want this coolant to flow as cool as possible without freezing at all times. Is it possible to have a seperate thermostat for this system. Has anyone done any testing to determine the temperature differences in a seperated coolant system.
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From: San Diego
2015 S212
Those numbers look spot on to me.
As far as the separation, keep one thing in mind. The desired rates of heat exchange are different for a motor than they are for the IC. As it is, the unit simply does not cool off fast enough for repeated blasts. By separating the two, you can run one at max exchange and one at tuned exchange. A no brainer for me is putting in the marine pump and wiring it to run all the time.
As far as the separation, keep one thing in mind. The desired rates of heat exchange are different for a motor than they are for the IC. As it is, the unit simply does not cool off fast enough for repeated blasts. By separating the two, you can run one at max exchange and one at tuned exchange. A no brainer for me is putting in the marine pump and wiring it to run all the time.
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Joined: Mar 2006
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From: San Diego.Ca
K3 05 E55 sold, 09 GL550
I did 5 or 6 miles on the local road ( from light to light 0 to 100 miles ) my C090 Johnson pump wire directly so the pump works when turn on the engine .
BTW I will have some more run back this weekend and see how it does
BTW I will have some more run back this weekend and see how it does
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'03 E55, Range Rover Sport Supercharged, Ducati 748R
This conclusion makes no sense to me, the discussion of separated coolant circuit never did: Why would DC put a separate cooler in for the intercooler if its just regular coolant? Why not increase the radiator, forget the intercooler heat exchanger. Moreover, if he runs coolant temp of around 190, how can the IAT be 140?
The way the coolant circiuit apparently works is that the coolant for the engine and the IC do not mix, but the connection is simply to have only one reservoir to keep both radiators supplied.
Make a test yourself: From a cold start, make a run without S/C engagement for about 10 minutes, open the hood and touch the 2 metal pipes that connect the S/C IC - they are cold to the touch - at least in my car, even if the coolant temp is hot. Ergo, they don't mix.
The way the coolant circiuit apparently works is that the coolant for the engine and the IC do not mix, but the connection is simply to have only one reservoir to keep both radiators supplied.
Make a test yourself: From a cold start, make a run without S/C engagement for about 10 minutes, open the hood and touch the 2 metal pipes that connect the S/C IC - they are cold to the touch - at least in my car, even if the coolant temp is hot. Ergo, they don't mix.
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'03 E55, Range Rover Sport Supercharged, Ducati 748R
max iat on 5-6 back to back 0-100 runs will tell you the truth about i/c efficiency. logging engine temps, iat's, load, throttle postion, rpm's, timing, manifold pressure, along with ambeint conditions will give you lots of good info to analyze.
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From: S.E. FLA.
05 ML-500 , 03 CLK5.5 AMG has left the Garage
PTE's 160* T-stat
I have made some changes to the current t-stat mod to help with cold regions & where the inter cooler system has been seperated from the engine coolant. That seperating the 2 systems has lessened that demand on the engine cooling system. I was told of some CELs. Most were engine coolant up to temp ,not in the required time valve. Not so much it was not up to temp. So i reduced the air bleed / bypass vent. Now the engine runs from 180*F - 187 *F instead of 207 *F - 215 *F. I'm trying to make a common modded stat to fit MOST applications . You guy's have always provided very good & valuable input. Went the weather cools down The motor should run closer to 180*F. Remember that the 160* is base measured on a SAE standard , of air temp of 77* F ,Our cars Have a OEM t-stat of 195* F / 87*C Hope this helps Thanks again ___PTE___
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From: London, UK
No longer stock '06 E55, A3 3.2 Quattro, GLE 400d, R107 280SL, Golf Polo
I think a true test of cooling is running car to the limiter (if you have one 
).
IAT's rocket above 110 mph... and dont stop climbing.... if you can get them to plateau you are doing a fabulous job...
). IAT's rocket above 110 mph... and dont stop climbing.... if you can get them to plateau you are doing a fabulous job...
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E55
How beneficial is seperating the coolant systems? If the radiator uses the thermosat (particualry PTE's 160 thermostat) I assume that it keeps the coolant around 160 degrees.
Now what regulates the coolant in the seperated system for the I/C. I would think that ideally you would want this coolant to flow as cool as possible without freezing at all times. Is it possible to have a seperate thermostat for this system. Has anyone done any testing to determine the temperature differences in a seperated coolant system.
Now what regulates the coolant in the seperated system for the I/C. I would think that ideally you would want this coolant to flow as cool as possible without freezing at all times. Is it possible to have a seperate thermostat for this system. Has anyone done any testing to determine the temperature differences in a seperated coolant system.
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Joined: May 2006
Posts: 3,042
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From: So.Ca.
E55
How beneficial is seperating the coolant systems? If the radiator uses the thermosat (particualry PTE's 160 thermostat) I assume that it keeps the coolant around 160 degrees.
Now what regulates the coolant in the seperated system for the I/C. I would think that ideally you would want this coolant to flow as cool as possible without freezing at all times. Is it possible to have a seperate thermostat for this system. Has anyone done any testing to determine the temperature differences in a seperated coolant system.
Now what regulates the coolant in the seperated system for the I/C. I would think that ideally you would want this coolant to flow as cool as possible without freezing at all times. Is it possible to have a seperate thermostat for this system. Has anyone done any testing to determine the temperature differences in a seperated coolant system.
I think there has been some small testing on the seperation of the circuits,but mainly just a majority approval that its needed and its seems to work better seperated.Vadim@GMGracing would be the guy who has numbers from testing if anybody.The obvious assumption is colder the water the colder the IAT's,but flow rate has been discussed here a few times before.We had talked about systems that use the johnson pumps,and adding a restrictor valve and temp guage to monitor the water temps at the IC core.There was some talk that the water might be flowing through the exchanger too fast and not letting the exchanger do its job to the fullest.If the water passes through to fast or too slow,the exchanger isnt doing its job correctly.Also we had talked about a sensor that monitored the water temps at the IC core and having the sensor regulate the restrictor valve to vary with the waters temps...but that was more complication than what we really need.Keep it simple,bigger pumps,add cooling surface and volume of systems capacity.
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E55
There has been questions asked about flow rates for the IC unit's system but never any topics of thermostats for them.I dont really see the need for one? If the car is in low temp areas then an anitfreeze solution will be need in the winter but other than that,I think pure water and maybe water wetter might even help out.Thats a whole other debate there.
I think there has been some small testing on the seperation of the circuits,but mainly just a majority approval that its needed and its seems to work better seperated.Vadim@GMGracing would be the guy who has numbers from testing if anybody.The obvious assumption is colder the water the colder the IAT's,but flow rate has been discussed here a few times before.We had talked about systems that use the johnson pumps,and adding a restrictor valve and temp guage to monitor the water temps at the IC core.There was some talk that the water might be flowing through the exchanger too fast and not letting the exchanger do its job to the fullest.If the water passes through to fast or too slow,the exchanger isnt doing its job correctly.Also we had talked about a sensor that monitored the water temps at the IC core and having the sensor regulate the restrictor valve to vary with the waters temps...but that was more complication than what we really need.Keep it simple,bigger pumps,add cooling surface and volume of systems capacity.
I think there has been some small testing on the seperation of the circuits,but mainly just a majority approval that its needed and its seems to work better seperated.Vadim@GMGracing would be the guy who has numbers from testing if anybody.The obvious assumption is colder the water the colder the IAT's,but flow rate has been discussed here a few times before.We had talked about systems that use the johnson pumps,and adding a restrictor valve and temp guage to monitor the water temps at the IC core.There was some talk that the water might be flowing through the exchanger too fast and not letting the exchanger do its job to the fullest.If the water passes through to fast or too slow,the exchanger isnt doing its job correctly.Also we had talked about a sensor that monitored the water temps at the IC core and having the sensor regulate the restrictor valve to vary with the waters temps...but that was more complication than what we really need.Keep it simple,bigger pumps,add cooling surface and volume of systems capacity.
