Is there enough volume of water to stay cool during WOT? Does it chill water in a reservoir? Can't wait to see that mod on a crossfire! Sorry, SLK32...

 

I'm using the washer bottle with the pump mounted in the space below in the rocker. It's completely hidden unless you know what to look for and even then it's hard to identify. This is how the events have unfolded. After the Needswings manifolds were installed I had a dyno done (approx 340 hp) and the AFR's were a little lean. Having only a few days before the march 1/2 mile I filled the car with 104 octane and didn't worry, much. After the event, looking at the data logs, the AFR's were in the low 13's at the top of 3rd. Got a retune and dyno and the AFR's were in the 14's. Don't ask me why. Another retune and dyno, in the mid 13's. Another retune which felt weak but I didn't do a dyno, just parked the car for a week. Installed the water meth, had a dyno and lost 50 hp and was super rich. Sprayed with water and then with a mixture on the dyno without much gain. I think the best of the day was just over 300 hp while the prior dynos were all between 340 and 359 hp. Pulled the plugs, changed the manifold gaskets, made sure the engine was healthy. Logged a track day and the AFR's were in the upper 9's on water meth. Switched to distilled water. Still super rich. Had the tune in the mid 13's reinstalled, no dyno, added 2 pints of alcohol to the water and ran the 1/2 mile event yesterday. AFR's in the low to mid 12's. I'll be headed back to the dyno this week to see where I'm at and play with the spray some more. Last week I had to buy a PC. I've been depending on a friend with a computer, tuning cable and a new baby which was making retunes difficult to schedule. Now I can schedule retunes much easier and perhaps will make some progress with the spray.

Les

 

the killer chiller uses a unit that allows the i/c fluid to pass thru the freon from the a/c to cool it. the heat exchanger is removed from the system during the k/c uses. a 3 way valve switches the unit from k/c use to only h/e use in the winter

 

32Krazy!.....as we say here..."you little beauty!!!" - a KC....!
Assuming you're not going for the electric version.....Of course tackle it step wise - but I'm guessing, it might be worth looking at a larger compressor later - be interesting to see what fits in there, there's a little room.
Not sure if the condenser will handle a bigger one - given it will get hotter - low risk as it's eff. will improve the hotter the gas. So low risk here.
The calcs are all pointing in that direction.

Definitely the way to go for me too...pending outocome current "rennovation and rejuvination" exercise! I'll be purchasing a Wavetrac and KC/sep - top of the list ...oh not to mention SL55 fuel pump and rail upgrade. (already got me Code3 sitting there).

I emailed Killer Chiller specifically about the SRT6/SLK32 option...nothing yet, but your post at least confirms they have the bits.

To avoid further hyjacking, can you start a new thread for this? Love to see the parts list and eventual install as I dont see it as rocket science and if you know a friendly AC mech - even easier....DIY if you know how to vac/gas (of course not into the atmosphere...we dont do that).

 

there arent any kits for the slk32/srt-6. YET i got a mustang k/c kit off ebay and my shop is mounting it and making custom lines for the h/e and a/c lines. once its all built you can buy the k/c unit minus any lines form kincaid then contact the shop for their line kit and it will be plug and play

 

I presume you read my note about doing the KC post your IC, rather than KC's design where they install it pre IC?
You wanna max your delta T's but also minimise load on the AC if possible - so let the IC do what it can first then clean up with the KC pre cooler pump.

 

its easier to do the install post i/c on these engines. remember all the k/c data is based off mustangs which have a different type of s/c and engine bay. after 20 min of cooling the entire setup is running below ambient so post i/c is fine
remember try not to overthink this stuff. simple engine and kiss (keep it simple stupid!) this is just another venture into something that hasnt been done on the 3.2 engine. maybe it will work maybe it wont. we shall see

 

Snow has a new controller with their stage 3 kit that works more with pulse of the injectors, so not to over inject...looking into that since I don't have the kit Rudy was sending...might have to look at this... You keep experimenting truck driver, I am listening...but, I like the meth right now

 

pulse width injection was perfected with the aquamist kit doc. theres a kit for sale on mbworld as we speak. best meth kit in the world

 

That's what I was saying - chill post IC....soundz good.
Sometimes "over thinking" prevents overwork, over stress and over expenditure. As long as it doesnt ultimately prevent doing as well ;>).

 

I will check that out as well...thanks...

 

32krazy! : i am waiting your result with the KC down on the track, you should be able to get the AC work at wot with the development data with star diag. i don't know which code but i think it can be.

velociabstract: you have to install the meth kit after the SC not before to get more results, also i think you have a problem in the cooling system as i see you have the supercooler radiator and with the 178 pulley, you should not get IAT at 170 at high speed before injecting, i have 185mm pulley ( more heat then 178) and a supercooler and another he and i don't see more then 155/160 F at high speed. what is the ambient temp when you test?
i installed before a meth kit on an E55 with 180mm pulley and i got good results between 20 and 30 F decrease in AIT.

 

Do you have place down to install the stock HE in series with the supercooler?

 

It seems 32krazy has it sorted - looking forward to seeing the install.
see schem for logic.
The dotted green line I've added would be an install bypassing the cabin AC. Heat values shown are only guesses. I dont have a dashdaq and Temp sensors ....yet

 

I'm pretty certain that if you wanted to do this(run two heat exchangers), that it would be best to run them in PARALLEL, not in SERIES. In parallel will get you much better flow. The Supercooler obviously flows better than the stock H/E, so why would you connect the lower flowing H/E in line with it? If I did this, I would neck up to larger diameter hose so that I could use a larger Y fitting at both inlet and outlet where you converge back to the stock diameter hose. The larger Y fitting would assist in keeping the best possible flow thru both of the H/E's.

 

no brother we are dealing with water cooling, you will not get any benefit with 2 he's in parallel, you need them in series so the water will cool from the first HE then enter to the other one for more cooling. as for flow, all the stock lines with the IC lines are 1/2" so the flow will be the same in the system even with supercooler at 3/4".

 

Not to argue, but you will restrict the flow if you hook up an OEM H/E in series with the Supercooler. Waldig did the testing some time back, and recorded the results w/ the higher flowing Supercooler. Whether two H/E's in parallel will cool any better than if they were in series; I'll let the AC engineers/techs on the Forum debate that.

 

I ran both already and saw no measurable difference. The water path was from the I/C in to the supercooler out to the stock H/E and in to the pump. It did take a bit longer to warm during the first drive of the day but I saw the same maximum IAT temps on the road course. Ambient temperatures are in the 90's. Because of the racing and temperatures my car sees the IAT's the ECU read must be accurate or KABOOM! That's the reason I'm spraying through the supercharger. I can tell you that the supercharger stays cool to the touch.

Les

 

I've added the attached graph to try to justify our original thread topic...not being hyjacked...note water injection comment on graph.....

Good Point dinsart! Yes flow rate in series will drop, will be interesting by how much, the KC is small - but that may also mean it's tight. There's probably a spec for it - something like 1psi pressure drop at 3gpm or something. 32krazy may already know.

But parallel is not good - since you need to max your differential temperatures....
Let the IC deal with the high load from the charge air cooler and the ambient temps (60-90F) and let the KC deal with the AC temps (35-40). If you ran your KC output through the IC - you've moved closer to ambient and your IC will not perform - lets get the most out of that and the free air flow across it before we demand of the KC.
Delta T is your friend here.

I havent looked at it yet - but flow rate may not be a limiting factor here - that is; if it drops, there is more residence time in the Charge Air cooler to pickup heat and higher AIT's but more time in the IC to dispense the heat (lowering the return coolant temp) - pay peter/paul thing going on. Depends where the major gains are.
There is an optimal calc for this - later.

The attached Graph is "my purely hypothetic attempt" at estimating what's going on here, given what I've read about peoples reported IAT's and some calcs from my intake model (at 14.5psi boost mind you). Laugh as you may....I love this stuff!
The models telling me the stock IAT's should be around 150F at a consistent 4000rpm and the charge air coolers droping about 5kw to achieve this - possibly more if your running at >100mph through the IC on a cool day.

With IC improvements you might be able to lower AIT's by 20-30F for the same rpm (about 7-8kW rejection now), but ambient temps are your foe.

I'm going out on a limb with this one.....but with the KC I'm guestimating 10kW rejection and sub ambient temps near 2500rpm. I love to guess, cant keep my mouth shut - but I hate being wrong...that's my personnal dicotomy...

Also note - 4.5oz of water injection is worth about 5kW to you - so you can see that that would be in KC territory, but you got the O2 depletion thingy going on - hence meth is a +.

apologies for the kW - for those interested 1kW = 3415 BTU's I dont have a real feal with BTU's - prefer kW.

 

Great points. No sense making the KC work hard and pump 50° coolant through a H/E which has 90° air passing over the vanes...