warum man keine Diesel oder LKW LLKs benutzen sollte

Dieses Thema im Forum "Motor" wurde erstellt von Christian, 18.11.2002.

  1. #1 Christian, 18.11.2002
    Christian

    Christian Senior Mitglied

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    Before we start, remember that almost every motorized component is a compromise to some extent. Adding an intercooler to your super/turbocharged engine costs power & throttle response whilst in vacuum & very low boost! Fit an intercooIer to a naturally aspirated engine & see what it does to the power output curve. For a couple of decades when nearly all competition & modified street engines in Australia were naturally aspirated, opening up the ports or at least matching them with the intake manifold was almost mandatory. So we worried about a small mismatch of usually no more than 0.5mm. then, but some people now buy a great monstrous chunk of alloy that tortures the same intake charge (& isn't cheap) without much thought at all ! An intercooler causes a static pressure drop across the core because of the extra resistance of the Intake charge "rubbing" on the internal walls of the "tube" & cooling "fins/ribs" create. This can vary between approximately 0.3 to 5.0 psi. static pressure drop. The trick is too cool the intake charge the most, with the least static pressure drop. The more temperature that is pulled out of the intake charge, the higher the dynamic pressure drop has to be, because the cooler air is denser & occupies less volume. Simple physics. To judge a core properly on pressure drop, you have to know the static pressure drop & subtract it from the dynamic pressure drop, with the higher resulting figure indicating a more efficient core - the exact opposite to what you may first think. The denser the air, the more oxygen ( there is approx. 22 % oxygen in the atmosphere, & it is only oxygen that will burn in the combustion mixture), the more kw. produced. A rough rule of thumb is for every 10deg. farenheight - 1% extra kw. is produced ! So even though it does theoretically cost power with pressure drop, the denser intake charge easily compensates for this, with a power gain between not much to a bloody lot, realized !! The more the charging device beats & heats up the intake charge, the higher the power gains from intercooling & more importantly to me, the safer (engine component life) the gains are made. No point in winning the race back to the mechanic for a new headgasket , or worse, a new set of pistons, each time.

    The heat from the intake charge is dissipated by contact with the surface of the interior walls (fins or extrusions), and then it transfers through the thickness of the "tube" wall to the surface of the exterior fin, from where it is transported away by the passing ambient air flowing through the core.

    <br />It seems that due to the cost of new fabricated intercoolers, a lot of people are looking for a cheap alternative. However, as the old saying goes, 'you only get what you pay for' and usually the same applies to intercoolers. There are significant differences in intercoolers, not only in core construction (bar and plate or tube and fin etc.), but also their design (especially end tank design).

    There is usually a reason for the cost involved in buying a new intercooler (whether it be ARE or another company), and they do offer advantages over other options, especially cut down truck intercoolers

    ENGINE DESTRUCTION ! ! ! !

    The most single deadly forced induction engine destroyer (apart from no oil) has two common names :- Detonation or when I did my time at college, Pre Ignition. My interpretation of these is when the spark plug ignites the intake charge, the flame front travels rapidly but smoothly, across the piston face to fill the combustion chamber with the exploding fuel charge & force the piston back down the bore. When something happens to destabilize the smooth travel of the flame front (wrong combustion chamber/piston dome shape, little/no squelch surface, sharp edges, hot heat range plugs, advanced timing, excessive compression, high boost, too low octane fuel,) one or more smaller fronts can start & these then collide, resulting in an early &/or more violent explosion, resulting in the knocking or pinging noise that sometimes can be heard from the top part of the engine. Interestingly, it is easier to hear a standard car/ute ( our terrible unleaded) pulling away from the lights up a hill, than it is a turbocharged car. I have to admit that I lost an engine of mine only this year, whilst testing on the open road (steepish hill) without hearing it. Radio on low & passenger reading data, I felt the engine nose over but by the time I clicked it & coasted to a stop, it was missing on one cylinder - side gone out of the top of the piston - expensive! That quick. Don't pass me off as a dickhead & it wont happen to you, be aware. The boost gauge decided to read at 60% of actual boost sometime just before the testing started, I adjusted it up thinking someone had changed it & it's that simple. The cooler the intake charge - the less chance you have of detonation ! I'm also positive that a consistently stable (air/water is supreme here) cooler intake charge also increases the life of headgasket, valve & seats, top bore-ring-ring land to a noticeable degree, whilst offering considerable more power potential. How important is intercooler selection now ???? <br />The intercooler cores produced by both manufacturers in Australia are extruded tube & fin design. There are actually 4 manufacturers of aluminium radiator cores in Australia - ADRAD in Adelaide, DENSO in Melbourne, K&J in Currumbin & NATRA in Melbourne - but only two of these will make a core to size (npn) & it also happens that the same two are the only ones too manufacture intercooler cores - ADRAD and K&J ! A variant of the extruded tube core is the folded tube core, which has two thinner wall sections with a seam folded to the inside, manufactered by Calsonic in Japan & fitted oe by Nissan - including the GTR. Bar & plate is most common in the USA. aftermarket (& strong in trucking industry), whilst the plate tube is common in oe. intercoolers in Japan - mostly Denso - Toyota & Diahatsu, & a couple of Mazda models. Japans aftermarket is more tube & fin than bar & plate when looking through the catalogues, with no aftermarket performance plate tube & fin cores from any country - thank goodness. <br />Tube & fin cores penetrate the ambient air (channel the cooling air) better - less disturbance - than plate tube & fin cores which penetrate just better than bar & plate cores. Remember that in front mount applications, this has a small effect on the engine water temperature, by slowing the air speed & volume, before it reaches the radiator. This is because the rounded leading edge of the extruded tube parts the air with less turbulence than the "W" shape of the plate tube & fin core, only because this core has thinner tubes than the other two. If the square leading edge of the bar & plate tube was as thin as the plate tube, then it would flow better, but it comes a close third. The above drawings illustrate the turbulence caused by the three tube shapes. Please note that with the leading edge of intercooler tube shape, we are talking very small differences between them with tube pitch (spacing) having more effect than tube shape on ambient air flow, and it has little effect on charge heat dissipation, actually having allot more of an effect on radiator cooling efficiency.

    One point often overlooked is the body work across the front of the vehicle. Modern car designs have evolved to aerodynamic swoopy nosecones, which look great & give low drag coefficients, but make intercooling & efficient engine system cooling, much more a science than a few years ago. Most of the current designs rely on a low scoop just in front of the radiator for the majority of air flow, so this has to be taken into account when mounting the intercooler. The less direct path the ambient air travels to the intercooler, the slower it's speed & so it's ability to force it's way through the core, resulting in both core thickness & fin pitch choice being much more important. Surface area should be increased to compensate when core thickness &/or fin pitch are reduced & ducting fabricated to channel all air possible to the core & then through the radiator. . The same goes for Cars/four wheel drives that have driving lights, winch etc. mounted in front of the grille. <br />Much more important (to performance) than the ambient air flow disruption is the charge air flow disruption entering the core flow passages. Least effected (as manufactured) is air entering the plate tube & fin core as the plates are stamped with a small radius as part of their construction & the fact these tubes are always allot narrower, however, check the paragraph on tanks before getting too excited. Bar & plate cores are next, as the top surface is flat with a sharp 90 deg. edge. Tube & fin cores (both types) are definitely the worst as the tubes are proud of the header plate causing some of the charge air to do a 180 deg. turn at the plate then another 180 deg. turn to enter the tube. A bloody lot of turbulence/drag/static pressure drop! Manufacturers of these cores take the safe/fast way in production & cut the tube lengths longer than necessary, hurting air flow, but knowing that the product is integrally sound. The tubes usually stick up around 3-4mm, which makes the air flow do 2 distinct 180 deg, turns. ARE. has a "venturie plate" option that gives the air flow a proper radiused entry into the tube, increasing air flow by approx. 8.4%. @ 10psi., an extremely worthwhile gain,& the only manufacturer I know of doing this ! Once again Lateral thinking & R&D gives our customers an advantage.
     
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  3. Isaak

    Isaak Senior Mitglied

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    Ähm geht das auch auf deutsch? hör gerade musik und dabei kann man so schlecht übersetzen *gg*.
     
  4. #3 Roger18, 18.11.2002
    Roger18

    Roger18 Senior Mitglied

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    ich will ein kurzes, DEUTSCHES :) , Fazit :D
     
  5. Pinky

    Pinky Senior Mitglied

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    Möchte jemanden sehen,(außer dem Christian) der sowas ganz durchliest!

    Kurzfassung Bitteeee!!! ;)
     
  6. #5 Christian, 18.11.2002
    Christian

    Christian Senior Mitglied

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    Leute, geht in die Schule - zur Not gibts auch Abendkurse ... ich hab Feierabend ;)
     
  7. #6 Blown Supra, 18.11.2002
    Blown Supra

    Blown Supra Guest

    just finished .... :D
     
  8. Hardy

    Hardy Guest

    Hier! :)
     
  9. #8 Goorooj, 19.11.2002
    Goorooj

    Goorooj Lebende Foren Legende

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    hier :D
     
  10. RST

    RST Fahrzeug Techniker

    Dabei seit:
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    Fahrzeug:
    AE82 20V, 2xAE82 GT, EP91, AW11, Golf V6 4Motion
    Naja - zur Hälfte.<br />Aber ich bin auch auf Arbeit und hab nicht soviel Zeit ;)
     
  11. #10 Smartie-21, 19.11.2002
    Smartie-21

    Smartie-21 Lebende Foren Legende

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    Fahrzeug:
    BMW 118D + Peugeot 308CC 200THP
    Ich net...bin auf Arbeit und nehme mir die Zeit nicht.

    cYa
     
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  13. Matce

    Matce Guest

    finished too...<br />aber fragt nicht, ob ich alles gecheckt hab rolleyes
     
  14. Andi

    Andi Lebende Foren Legende

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    Fahrzeug:
    4X4
    Ist mein Englisch zu schlecht... ?(
     
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