Originally Posted by calculon (Post 8941624)

He means that you can really help flow through the intercooler by welding half rod (half of a cylinder of aluminum) with a diameter equal to the IC's tube height so that incoming air is not just slammed into what looks like a picket fence and forced to sort itself out and flow through there. I'll try to show you with some super high class ASCII art:

http://i244.photobucket.com/albums/g...Picture1-5.jpg

EDIT: Too much work. Form erased white space in front of each line of "art" making it crappy. . .had to screenshot and photobucket.

Originally Posted by fastassturbo2 (Post 8942616)

IMT should be measured under boost conditions and at idle. But to get an effective cooling temperature you would want it at full load. As we all know the cooler the air the much more dense it is. The more dense the air the more air molecules you have the more HP you will achieve. Ever notice your car is much quicker on a 60F night then a 90F day...its becasue of that. Especially with turbocharged vehicles, will notice it more becasue the compressor works much colder at that temp.

Originally Posted by limbar85 (Post 8942706)

If you want an intercooler with actual thought into their design.... just buy an ARC. It is what I have an will probably continue to use for any performance car now on.

http://www.arcinter.co.jp/english/ar...gie/index.html

Originally Posted by Zero R (Post 8944137)

No name was called, I was referring to your ego ;) you chose to come at me. I wasn't even commenting on your posts when I put that up. I was merely stating no need to worry :)

As for the ebay core example, your preaching to the choir... Ebay cores don't have the fin density that a well made core does, I never mentioned ebay cores in my example for that reason, they.... are JUNK on a properly tuned setup.

"Tube design" is non existent on a Bar and Plate style core (then again could be semantics), which again is what I was referring to. Fin density and fin design matter which I will say you covered well.

All this is a moot point for the most part, for the guy on the street building his car going into this type of core analysis is pointless. If he really wants actual flow loss data for the need to compete for best lap time. He can give me

max. Charge-Air Flow (or max. BHP)
Charge-Air Pressure at that Condition
Ambient Temperature
Vehicle Speed

then we can start from there.

Enzo hit it on the head. For this turbo and this guy, his choice is simple.

KNONFS We ran a 3.5x12x18 on the red 20B 42R(Tial)car in the 20B section. Car made 500whp@10psi 405ft/lb's easy work, slight clean up on the ports is all that was done. That core would be more than fine for what your after. Even a 3" would work for you. How many FD's were in the 350-430whp range on M2/ASP cores? that's your answer. ;)

Originally Posted by Zero R (Post 8944152)

It can be for sure, I spent time going over it with two people who I know and trust well one has built and designed stuff for F1 and Cart, the other runs over 200psi. Both said they measured 2-5% increase depending on the application with as much as 7% was seen. Doesn't seem like much but plug in that 640CFM number and add 5% and you've got 672CFM. I did it to my core on my car ask ned how noticeable it was.

Better flow equals better response :)