Best way to reduce heat soak?

[Joeb]

Hello people

just a simple answer required here...


im considering getting a jetex open cone filter to increase my MAF g/s figures a little...

ive been suffering from a bit of heat soak in this weather.... so if i get the open cone filter, will i suffer from more heat soak?




what the best option to reduce heat soak?


great, thanks.

 

[LEE69]

Where does the air go once it as gone through the filter?

To a bloody red hot turbo, and you're worried about heatsoak

 

[Joeb]

ahh bollox, i need to go on a turbo college course

 

[LEE69]

lol

On N/A engine yes a cold feed is very beneficial, on a turbo you need to improve the intercooler with a front mount to get the gains you desire.

 

[Joeb]

so initially i could go for...

open cone filter, some kind of cover, and then a cold feed into this 'cover'?




sounds so thick, but i cant get the f'in right words out

 

[vroomtshh]

so initially i could go for...

open cone filter, some kind of cover, and then a cold feed into this 'cover'?




sounds so thick, but i cant get the f'in right words out

You could well do that. But if your car has a turbo, then you don;t need to

 

[LEE69]

You could do but the best gains are getting more cool air via a front mount.

 

[Joeb]

i see

but surely having a cold air feed from the intercooler into an air filter would reduce heat soak a bit?

maybe im gettng a bit confused here with a turbo setup...

 

[LEE69]

Have a look at this http://www.btnturbo.com/spindoctor/?id=6

 

[vroomtshh]

i see

but surely having a cold air feed from the intercooler into an air filter would reduce heat soak a bit?

maybe im gettng a bit confused here with a turbo setup...

The air goes like this

Air filter (medium heat) - Turbo (extremely hot) - Intercooler (cools it down) - Engine (its cool here)

So in theory, yes having it slightly cooler as it enters the filter will be a benefit, but a couple of degrees at the filter in real life equates to nothing by the time its been through the turbo and intercooler.

Or to put it very very simple, get an open filter and don;t worry about a cold air feed

 

[Joeb]

thanks guys, cheers


so open cone filter as close to the wing as possible (where the air will be at its coolest?)

 

[jonjay]

Colder air means its more dense so you supply the turbo with more air, this is where benifit is. If you could provide same volume of air whether hot or cold thats where it doesnt matter. Thats my 2p anyway.

 

[rsmith]

Colder air means its more dense so you supply the turbo with more air, this is where benifit is. If you could provide same volume of air whether hot or cold thats where it doesnt matter. Thats my 2p anyway.

This is a HUGE grey area and i don't think anyone has actually proved if a CAI makes all that much difference, as said before the air gets super heated by the turbo anyway, theoretically you can fit more cold air molecules into a space than hot air molecules,(volume) but to say it has more volume, hmmm, volume is mass divided by density so the filter comes into play here aswell.

TBO honest even if you can get cold air in, boo hoo, a healthy G/S does help, but for heat soak you need to be more worried about IAT temperatures and EGT temps.

A FMIC will go a long way in cooling the charged air but in this hot weather all turbo charged engines are prone to heat soak.

My next project to cool the charge air is Water-Methanol injection, now this will cool the charge air and up the octane level too.

 

[traumapat]

Best to keep the filter near the wing but more to avoid dirty engine air.
Any extra heat wont make any difference at that end. You need a fmic to lessen heat soak.

 

[Joeb]

fantastic help.

thanks to all

 

[adam cupra 20vt]

Colder air means its more dense so you supply the turbo with more air, this is where benifit is. If you could provide same volume of air whether hot or cold thats where it doesnt matter. Thats my 2p anyway.

 

[GlanzaV]

A lot of people wrap their exhaust manifolds with glass tape to reduce under-bonnet temps - though a lot of people suggest you should really insulate your IC piping instead! Much greater benefits will be had by doing that.

You could also run a water cooling jacket on your turbo - mostly high boost(/temp) applications though.

 

[Muttley]

Best advice is to site the inlet/filter in the cleanest location you can, and accept that the air under the bonnet will be warm. As has already been said, the act of compressing the air in the turbo causes its temperature to rise significantly (think how hot a bicycle pump gets, or a footpump), and there is no appreciable benfit from siting your air inlet in the coldest part of the upper bonnet. The air in the engine compartment has already been heated by passage through the radiator, so it will be hotter than the outside air.

The intercooler is there to reduce the inlet air temperature, because cooler air is denser and has more oxygen per unit volume, so can burn more fuel in the combustion chamber and give you a bigger bang. Your route to reducing inlet air temperature is to improve your intercooler performance, either by improving the airflow through it or by putting a bigger one on.

I'm not sure that "heat soak" is the right term for your issue? Heat soak seems to refer to engine cooling issues, the block gradually getting hotter. I've not come across it before in respect of inlet air temperatures. Maybe that's just me, though.

 

[Muttley]

jonjay wrote

Colder air means its more dense so you supply the turbo with more air, this is where benifit is. If you could provide same volume of air whether hot or cold thats where it doesnt matter. Thats my 2p anyway.

I think I understand what you mean, but it's dangerously superficial. Supplying the *turbo* with colder air is of minimal benefit, because the act of compressing by the turbo will heat it up a lot.

The turbo will gulp *more* hot air in order to deliver the requested pressure rise: hot air is less dense, so more will be needed to deliver the requested volume to the cylinders.

BUT as far as the engine is concerned, the inlet air temperature is a crucial parameter. colder air is denser, so has more oxygen, so can burn more fuel and give a bigger power pulse. That's what all the gubbins on the inlet side is tring to do, get as much oxygen into the combustion chamber as possible.