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Crazy dynno? what say you...???

Crankme69

Crankme69

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Gathering some data last week from my GMTD Scan program on a hot humid day I had the chance to view & monitor my inlet air temps. I am not running much boost as my custom chip is mostly setup for Economy.

I spotted my IAT at 176 DegF under hard throttle for a quick instance then would just as fast drop back down to the 120's or slightly less.

I was running my AC & like I said it was hot mid 90's with matching humidity.

I keep thinking about how much these motors really could use an some kind of inter-cooler but there is the lack of space and plumbing challenges especially on a 2WD like mine that is only standing at OEM height.

Might we be able to design a small coil that we could pipe into the AC freon circuit between the AC accumulator & the compressor suction? I realize it would have to be small but it sure would be nice to take advantage of that cool freon on it's trip back to the AC compressor suction with a small heat exchanger that we could pull the turbo inlet air across before it get's heated up from the compression of the turbo.

Just a thought....I get these crazy ideas on occasion can't help it really! :rolleyes5:
 
I think it would hurt your A/Cs efficiency and not do much to offset the heat generated by the turbo post compression, what boost pressure were you seeing when at higher IAT, 176 IAT is not that bad.


For economy 150F is rumored to be the "sweet spot" I'm running w/o WMI or IC and do not suffer from increased IAT unless trying to run 100+ mph :D on a hot day and I defuel around 278F IAT which happens so fast I'm not sure of the trigger point for that as my MT2500's refresh rate is behind actual conditions by a factor of X ???

I ran a IC for my K1500, doable but not "plug & play" install as you address above, I removed it a year or so ago for some R&D with the ATT, once I get my tank I'll be adding in WMI, the IC will go over to my C1500 since it's paid for and I don't need max turbo flow speed that the IC can delay as the IC "fills up"
 
My boost hits about 11~12 pounds & will hold at 10 with the current program under load.

Planning to tweak that chip/program some in the near future, so it got me thinking about other ways we might consider to drop the DegF on that air charge some...:smile5:

Doc what is the avg IAT reduction I would expect to gain with the correct size IC?

WOW 278F holly chit...that would make me quiver :eek:
 
I consistently held to max of 30F above ambient my install here I wound up making some changes from when I 1st posted it http://myweb.cableone.net/tbogemirep/
the flex tube I used was spiral wound stainless exhaust but dummy me forgot it was only 3 psi rated so it would weep oil.

Listed as a good investment on my install Diesel Page then you had to pay to view (now free to join forum area) was the best 6.5 resource.

IMO we here @ TTS now hold that title, Best 6.5 Resource as most of the 6.5 talent there has moved on to other venues or other interests Dmax. Word is also slowly getting out lots of great talent in Dmax and Diesels in general TTS is the site to be at.

MGW is there & here as well as the "diehard" 6.5 enthusiasts that have remained true to the 6.5; we have more collective 6.5 experience than any other 6.5 site on the web, mite as well hang out here IMO.

Besides that we have the most adult staff and members as well, no badges or fancy avatar sigs required to prove how tough we are I digress my apologies.

For the the final setup I went to a ricer mod shop and had them custom fab the tubes to clear the frame and steering linkages and the vac pump on the pass side with a TM or a ATT that clearance issue goes away with the removed vac pump.

I also had to add a couple of extra elbows couple of 90's & 45's as to clear the center drag link and engine you have to tuck the IC cross over pipe up as close to the short part of the pan as you can.
 
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278F was momentary when "exploring the envelope", 170F sans IC/WMI is all I ever see but that is @ 10 psi & 100mph, I've yet to encounter a situation running not towing where I've needed IC/WMI, but since my K1500 is my tow machine, I'll want to add the WMI for hot tow days, my winter tows 7K max thus far with ATT <70F ambient 160F IAT is max IAT if seen at 70-75 mph towing speeds
 
You can also fab up a 'hanging ATA' intercooler kit pretty easy, and they work just fine. I sold mine to one of the members on here and he has it on his truck now (TD, you might have seen that one recently :D).

Contrary to popular (but wrong) belief, you don't lose much clearance, especially on a 2wd, or gain much turbo lag. Everybody I know who has actually installed one likes the results.

People who haven't installed one tend to be the ones who say it doesn't work. Go figure.

Anyway, as you can see from the rapid climb in IATs, lots of boost with a GMx is a bad thing. This makes for a HUGE problem when towing heavy, uphill, in high ambients, and is a problem with most programming... the cure for high EGTs under load is more boost, and yet the higher IATs cause a problem, most commonly leading to dropping boost (ARGH!!) and then finally defuelling. (More AARGH!) which is why most guys who pull heavy like the TM (but I too digress)
 
JiFaire said:
You can also fab up a 'hanging ATA' intercooler kit pretty easy, and they work just fine. I sold mine to one of the members on here and he has it on his truck now (TD, you might have seen that one recently :D). "

Hey, thats me! And im very happy with the intercooler! Recently i pull my 9000 lb + 5th wheel camper from Wisconsin to Louisiana in 95-100 degree temperatures, and i never de-fueled from high IAT . My EGT temperatures are considerably lower, and it seems to keep the whole engine running alot cooler. As far as more turbo lag goes, i havn't noticed much of a difference from Non IC to Having The IC. Thanks again Jim!!
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Thanks, DIYORPAY! It's nice having first-hand feedback for the thread, and I'm happy to hear it's working out well for you!
 
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