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A third tank, on the bottom surface of the core between it and the induction air box, is connected to the existing riser coming from the turbocharger; on top of the core, a fourth tank feeds the cooled air to the throttle.In this arrangement, the intercooler is attached to the airframe, not the engine, and three flexible segments are required to join it to the engine.One question on my mind was whether I needed to provide a separate cold air intake for the intercooler, rather than use the air already in the "cold" plenum.The temperature near the firewall is about 45 deg F above ambient -- this due to heating by the exhaust pipes and the turbocharger.(I am reluctant to attach such a large, relatively massive object to the engine.) I have not yet found out how much cooling air the intercooler requires.A turbonormalized Bonanza has a ram air intake about 3 or 3.5 inches in diameter, but unless the velocity ratio in the duct happens to be 1.0, that tells me little about the actual mass flow.
It must require moving or damaging as few existing items as possible.The firewall thus forms the roof of the wedge-shaped "tank" that feeds cooling air into the core.On the opposite side, a similar tank (for that is the name of the end housings through which air enters and leaves), also deepest at its outboard end, collects the heated air into a 3-inch SCAT hose that discharges forward into the upper plenum.I suppose it is foolish of me -- perhaps I am a deranged US dotard -- to suppose that electronic devices almost 20 years old can be expected to function normally.Here's another plot of the same data, this time temperature rise versus net boost pressure above (or below) ambient.
This suggests that maybe I ought to look into making up some sort of duct that runs directly from the peripheral intake to the oil cooler; at present the oil cooler duct takes in a mixture of deflected cold air from the peripheral duct and warm air from the plenum.