forced induction interchiller
Discussion
Not fitted my kit yet. So all I can say is that Kirk was very responsive in answering all my questions, kept me up to date with the kit build and delivery. I'm not expecting any problems with support during or after fitting.
He phoned me just to check a delivery detail and has said he would also speak to the a/c tech when it comes to re-gassing to make sure everything gets done correctly. I have the kit at my unit in Camberley.....if anyone wants to check it out before making a purchase decision.
He phoned me just to check a delivery detail and has said he would also speak to the a/c tech when it comes to re-gassing to make sure everything gets done correctly. I have the kit at my unit in Camberley.....if anyone wants to check it out before making a purchase decision.
I fitted a chiller kit to my Monaro last year. I modified the crash bar to fit the chiller unit, the modified AC pipework is similar to the video install that Kirk supplied. I experienced a few teething problems getting the correct amount of refrigerant filled to work correctly, but it is working OK now. Intake temps are lower, but not as low as some of the advertised temps due to the design on the LS1 engine blower setup.
I fitted the Interchiller about a year ago. I did several test runs over a couple of weeks to compare IAT and coolant temps with and without the Interchiller working. After about 30 mins motorway or steady A road running time I was getting a consistent IAT of 20c with a reservoir coolant temp of 5c. Turning the AC off and running the original intercooler circuit the IAT's increased by at least 10c. I still achieved IAT's of 20c in the summer.
When I went WOT the IAT's would increase at about the same rate as before, with the AC turned off. IAT's would return back to 20c within a couple of miles, so consistent.
Because of the way the air flows through the S/C on early LS engines, the reduced IAT's will never be as low as with an LSA installation. The LS1 design will always suffer from heatsoak unless inlet manifold insulators are used and the bonnet modified to allow for the additional height.
Kirk also recommended that I fitted a higher rated water pump to improved the cooling circuit, also an increased coolant reservoir.
I made some fittings to enable me to measure coolant inlet and exit temps from the S/C matrix. I wanted to see what rises I would get on longer WOT runs. A bigger reservoir or a higher rated pump should help but I wanted some baseline to work from. One step at a time. My diff failed before Thunder road so I did not get any info.
I am currently working to relocate the battery to the boot and having a larger coolant reservoir made utilizing the space where the original battery was fitted. This will have around 6.5 to 7 litre capacity, so around double the original system coolant capacity.
HTH
When I went WOT the IAT's would increase at about the same rate as before, with the AC turned off. IAT's would return back to 20c within a couple of miles, so consistent.
Because of the way the air flows through the S/C on early LS engines, the reduced IAT's will never be as low as with an LSA installation. The LS1 design will always suffer from heatsoak unless inlet manifold insulators are used and the bonnet modified to allow for the additional height.
Kirk also recommended that I fitted a higher rated water pump to improved the cooling circuit, also an increased coolant reservoir.
I made some fittings to enable me to measure coolant inlet and exit temps from the S/C matrix. I wanted to see what rises I would get on longer WOT runs. A bigger reservoir or a higher rated pump should help but I wanted some baseline to work from. One step at a time. My diff failed before Thunder road so I did not get any info.
I am currently working to relocate the battery to the boot and having a larger coolant reservoir made utilizing the space where the original battery was fitted. This will have around 6.5 to 7 litre capacity, so around double the original system coolant capacity.
HTH
That is useful, thanks. So if I’ve understood correctly, you are seeing a 15 degree C difference between the coolant and IAT temperatures which points to the inefficiencies of the heat exchanger under the blower and surely this will be the deciding factor in what can be achieved? What supercharger do you have?
V8TFT said:
I am currently working to relocate the battery to the boot
For mine I used 70mm2 cable and have never had any cranking issues, hot starts etc. It frankly starts better than it did with the factory battery, and obviously being in the boot you've got a lot more options size wise.
I got a bit keen and put in an Odyssey PC1230
https://www.batterymegastore.co.uk/odyssey-pc1230....
Probably puts out more cranking torque than the engine
wormus said:
That is useful, thanks. So if I’ve understood correctly, you are seeing a 15 degree C difference between the coolant and IAT temperatures which points to the inefficiencies of the heat exchanger under the blower and surely this will be the deciding factor in what can be achieved? What supercharger do you have?
I have a TVS1900 fitted to an LS1 engine with a MF cam and LS2 heads.You are correct with the 15c temp difference between the reservoir temperature and the IAT. Without fitting an LSA you will always have this problem. I looked at using insulated spacers to reduce the heat soak problems but there is no space under my bonnet. Hence the larger reservoir as a first step to try and reduce the increase in IAT at WOT. The intercooler pump may then have to be the next step.
I have several other tasks taking my time at the moment, so I have been making slow progress with this.
SturdyHSV said:
For mine I used 70mm2 cable and have never had any cranking issues, hot starts etc.
It frankly starts better than it did with the factory battery, and obviously being in the boot you've got a lot more options size wise.
I moved the meth tank, fitting it next to the battery in the passenger side of the boot. It frankly starts better than it did with the factory battery, and obviously being in the boot you've got a lot more options size wise.
I spoke with Ben (Mud) and bought 0000 (next size up from 70mm cable) as he had done. Just need to modify the wiring and fit the coolant tank when its been made.
V8TFT said:
I have a TVS1900 fitted to an LS1 engine with a MF cam and LS2 heads.
You are correct with the 15c temp difference between the reservoir temperature and the IAT. Without fitting an LSA you will always have this problem. I looked at using insulated spacers to reduce the heat soak problems but there is no space under my bonnet. Hence the larger reservoir as a first step to try and reduce the increase in IAT at WOT. The intercooler pump may then have to be the next step.
I have several other tasks taking my time at the moment, so I have been making slow progress with this.
Thanks. Disappointing but you’ve saved me a lot of money. I have a TVS2300 making 1 bar boost which from an airflow perspective is about as much as it will make with any degree of efficiency. IATs are about 50 deg C after a WOT run but it recovers fairly quickly. Blower gets really hot though so I suspect heat soak is the real issue which the chiller will not fix. Oh well, one less thing to go wrong! You are correct with the 15c temp difference between the reservoir temperature and the IAT. Without fitting an LSA you will always have this problem. I looked at using insulated spacers to reduce the heat soak problems but there is no space under my bonnet. Hence the larger reservoir as a first step to try and reduce the increase in IAT at WOT. The intercooler pump may then have to be the next step.
I have several other tasks taking my time at the moment, so I have been making slow progress with this.
There is a company in the states that do Tufnol insulating spacers, 1/2 inch or 1 inch thick, that will help with heatsoak issues. Problem is that they are smooth faced and do not have gaskets between the mating surfaces. That and you couldn't close a standard bonnet without some form of a modification/bulge.
Kirk at interchiller was also looking at spacers. Not sure of the material he uses, but he only produces LS3 spacers at the moment.
Kirk at interchiller was also looking at spacers. Not sure of the material he uses, but he only produces LS3 spacers at the moment.
Good to hear yours is all running ok now Jim. I looked at the procharger a few years ago but decided that a constant shove in the back was what I preferred rather than a progressive shove. I'm not sure there is that much difference between our cars, shame we haven't been able to compare them at Thunder Road yet.
V8TFT said:
There is a company in the states that do Tufnol insulating spacers, 1/2 inch or 1 inch thick, that will help with heatsoak issues. Problem is that they are smooth faced and do not have gaskets between the mating surfaces. That and you couldn't close a standard bonnet without some form of a modification/bulge.
Kirk at interchiller was also looking at spacers. Not sure of the material he uses, but he only produces LS3 spacers at the moment.
Kirk uses high temp plastic and now does cathedral port spacers. They are also smooth faced. They are incredibly effective, especially on the LSA combined with a lid spacer as Paul McManus found on his Gen-f. I have yet to fit my Tufnol spacers from the states from Olson Kustom Works https://www.okw-inc.com/Products.htmlKirk at interchiller was also looking at spacers. Not sure of the material he uses, but he only produces LS3 spacers at the moment.
Well after not following my own advice, TopCats have fitted the chiller to my car and IATs are about 20 deg lower than before. Not amazing but more importantly, they seem to have fixed the heat soak issues so we should see the same temperatures in all weathers now the front heat exchanger has been deleted.
Spoke to Paul at Wortec and he says more is on the table with timing but the limitation is the supercharger design as TVS2300 are not as efficient heat wise as the heartbeat or bigger 2650 superchargers. Anyway for now I should keep the 100 or so horsepower I was losing in summer heat. When I get the car back I’ll do some testing.
If somebody wants to buy my TVS2300 I’ll be forced into a Kong 2650
Spoke to Paul at Wortec and he says more is on the table with timing but the limitation is the supercharger design as TVS2300 are not as efficient heat wise as the heartbeat or bigger 2650 superchargers. Anyway for now I should keep the 100 or so horsepower I was losing in summer heat. When I get the car back I’ll do some testing.
If somebody wants to buy my TVS2300 I’ll be forced into a Kong 2650
Edited by anonymous-user on Tuesday 21st April 11:56
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