What flow are you referring too? The ram air across the intercooler pleats or the flow of the charge air as it leaves the intercooler through plumbing to the plenum? If you are are talking about the air across the intercooler pleats, than I have to disagree with you. You do not need the surface area that FMIC have unless you are boosting some rediculous amount (20 psi +. . .but don't quote me) Look at the HKS SC setup. . .the intercooler is tiny, but it is sufficient. Gurgen figured that he is using 1/4 of total efficiency needed for his PE setup. Granted, he can apply more boost and still have room to spare.
For those that are going to spend the money on a FI kit that should be ready to go out of the box, than dual intercoolers can work fine. In fact the kit should be designed in a fashion that no other mods are necessary for it's successful use. If one is going to pump 1000+ hp out of the car, than they are obviously the ones that have the money to spend on more than a TT kit. They should be the ones to have a custom single intercooler and different body kit required.
As for custom twin intercoolers, if APS decides to go with a single, I guess I'll be "that guy" that opts out of the intercooler and does a custom twin setup. APS guys! Here's an idea for you! Reduce the cost of the kit, and then make the intercooler optional for additional cost. Anyway, I digress. Bottom line: You can pack two "smaller" intercoolers behind the stock slots which have the same surface area as a large single intercooler. There will be enough airflow. (Don't believe me? Go to lingenfelter.com and check out their TT vettes. They are intercooled and yet I bet you won't be able to see a big intercooler grinning at you! Oh, and thier cars 1/4 times are 9.1 s @ 150 mph. . .pretty cool!) Anyway, back to the topic at hand. . .APS? You have the final say!

-drew

 

If you want all the thernodynamic equations for the heat transfer, let me know. . .I'll go dig them up for you!

-drew

 

you read my thoughts EXACTLY Drew =D

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2000 Le Mans Blue Metalic Honda Prelude - HKS GT2540 Turbo
2004 Infiniti G35 Coupe Ivory Pearl/6MT/aero/premium/navi

AIM: MEGABB6Turbo

 

wow i love the aps webpage and the demo video of the TT 350z i can't wait to get my hands on the APS kit for the G35, maybe once the kit is done you can make some videos of the G35 TT in action?

 

The flow I refer to is the cross-sectional signature presented inline between snails and the intake. The twin configration provides less than optimum "T" in the central region and "overall" less cross sectional area perpendicular to boost flow.. APS has gone thru great effort to to present a wide and short cross section with custom tapered end tanks. If you compare this configuration to say that to be provided by JWT it is superior. And yes since I am boosting a forged long block to >550rwhp every psi drop across the FMIC is important. I consider the APS solution to be perfoemance oriented and I personally am willing to pay for it. No intercooler , blasfemous If I wanted cheap , I'd go Vortech.

 

This is certainly our preferred choice for intercooling the G35 and thanks guys for your input on the intercooler issue.

Peter

APS

 

Well thanks a lot...............great to know you guys love the web site.............we try to keep it updated frequently and I hope we can bring you a nice video of the TT G35 down the path a little.

Thanks

Peter

 

"If you are are talking about the air across the intercooler pleats, than I have to disagree with you. You do not need the surface area that FMIC have unless you are boosting some rediculous amount (20 psi +. . .but don't quote me) Look at the HKS SC setup. . .the intercooler is tiny, but it is sufficient. Gurgen figured that he is using 1/4 of total efficiency needed for his PE setup. Granted, he can apply more boost and still have room to spare. "

This depends. For street use, a small intercooler isn't going to be a huge detriment. But get out on the track where you spend more time boosting (adding heat to the intercooler) and you may have issues. Intercoolers can have a hard time dissapating heat as fast as it absorbs it. But consider that intercoolers work not only as heat transfer devices, but also as a heat sink. Larger intercoolers are larger heatsinks. Therefor the same temps and mass rate flow of air will heat a smaller intercooler to a high temperature quicker than it will to a larger intercooler. An intercooler will become less effective as it's temperature gets higher. When you reach a certain temperature, the intercooler will only absorb as much heat as it can dissipate. Considering a smaller intercooler not only has less surface area to transfer heat and also will reach heat soak faster, you can see how these factors can add up quickly and make boosting a nightmare. I doubt you'll find any intercooler that can fit in a production car that can actually keep up with sustained boost and never heat soak. Few motor vehicles would have the frontal area to accomodate such an intercooler. However, you really only need to size the intercooler large enough to be able to soak up the heat during boost and dissapate it (both during boost and off boost) to keep from reaching heat soak. Keep in mind that intercoolers also are cooled by the intake air during off-boost conditions. Since the intake air will be much cooler when off-boost, the heat will transfer from the intercooler back into the intake air. Though the airflow during these periods may not be significant, particularly during closed throttle. But then, a larger intercooler in this case will be able to transfer more heat into the intake air off-boost as the dwell time of the intake air will be longer than in a smaller intercooler for the same rate of airflow.

http://www.autospeed.com/cms/A_0527/article.html

This link has a great article on the subject, but it appears it is no longer free to look at in it's entirety.

 

1 . 450 RWHP & 430 RWTQ, t32gzz, 8.5psi, GReddy, Dyno-Jet
2 . 400 RWHP & 383 RWTQ, SKiDaZZLe, 7psi, 2xGarrett GT28, Dyno-Jet
3 . 394 RWHP & 393 RWTQ, deviousZ, 8psi, Greddy STD Correction
4 . 386 RWHP & 328 RWTQ, SirMikel1, 7psi, ATI Procharger, Dyna Pack
5 . 375 RWHP & 319 RWTQ, daking350, 8psi, ATI Procharger, Dyno-Jet (un-corrected)

4) Finally, Cheston's PE got ~403-405whp at 7.3psi with full exhaust and test pipes!

Now, #1 and #4 (Max and Cheston) did this on 91 octane gas.


There is one more that is not on this list.It is the SFR TT system.402 at the wheels at 6.5 psi on 91 octane pump gas on an auto tranny G35.

http://www.speedforceracing.com/imag...it/g35_1_6.jpg


Tim

 

APS, I have another good idea to satisfy all: any possibility of having the option to have dual or single IC, with you guys producing both ways?

-drew