thats with my kc on.
Replacement Intercooler
- Thread starter TVSCobra
- Start date
thats with my kc on.
Yeah I agree. But I didn't want to have it apart and then have to order a intercooler. I can always send it back. The IATs are getting worse, I drove it yesterday and my IATs where 65 degrees over IAT1, while cruising at highway speeds. 74 degrees ambient temp. I pulled over and checked the intercooler pump flow, it was good. Plenty of flow and the temp of the fluid was not hot it was a little warm. I did not have a thermometer on me at that time.
It's not oil build up, I have a oil separator on the driver's side and a JLT pre filter on the passenger side. I also cleaned the intercooler when I installed the Reman engine last March. I do not throw parts at things either. I know how to diagnose every problem on vehicles, I've been working for BMW for 9 years now. I work on every system on these cars bumper to bumper. I do everything but body work. I'm also a Team leader and Shop Foreman. I end up with the cars that other Master Techs can not fix.
I should get to tearing it down Monday morning and will update with what I find.
Thanks
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Any new progress on this issue?:??:
okay,
I found a couple things that were contributinge to high IATs. I did find a break in the sealant at the outer edge of the intercooler, the edge closest to the driver's side front of the intercooler. It was about 6mm in length, I can imagine under boost it was open up. As I'm sure to those of you that have had one of these in you hands, there is sealant between the mounting plate and the intercooler core. So there was a little bit of air bypassing the intercooler.
I decided to flow test both cores, I know this is not a very accurate test but here it goes. I left the water hose on the same setting. I put the intercooler manifold on the stock intercooler and noticed that there wasn't a large volume of water coming out but there was more pressure behind it. I'm thinking a possible blockage or a defect inside the core. Then onto the Griffin unit, there is definitely a different between the two. It appears the Griffin flows more volume of water. It also seems that the fins on the Griffin core are less restrictive. I took my blow gun, under shop pressure and shot air over the stock core and over the Griffin core. I could feel much more air flowing through the Griffin core that the stock unit. The Griffin/LFP intercooler must have been redesigned, judging by other pics I have seen on the internet, it is very close to the same size as the stock core, its has one extra set of cooling fins, I took some side to side pics but for some reason they did come out right, they were out of focus. I should have checked them before I installed it. I do have some other pics that I will post. The mounting plate is completely welded to the cooler core, unlike the Garrett unit that is only partially welded and the sealed completey along the perimeter between the mounting plate and the core. On the Griffin core there is only a bead of silicone on the front and the back of the top of the core. I ran a small bead down the sides of the upper part of the core between the plate and the cooler core for assurance (just in case). This did not interfere with the fins at all.
Cruising temps with the Griffin are pretty good. I now have on average, after reaching operating temp and driving around for a hour of so with mixed highway and city driving I saw 30-38 average degrees between IAT1 and IAT2. This is with a JLT HB CAI, the difference in iat1 and iat2 with the CAI is usually a greater gap when compared to the RAI. These temps are close to what you would see on pullied Eatons. I notice that it takes much longer for the charge temps to rise than before. I have only pulled a few WOT runs, between working late and getting home to the family, I have not had the chance to really push the charge temps. But with doing a 2-3 gear pull. My IAT2 only increased a few degrees and recovered rather quickly. I am monitoring temps with my Interceptor.
I will get sometime this upcoming week for some datalogging that I will share in this thread. That will be the true test. I know you guys will want to have some logs to look at.
The only down side was I had to trim the rear portion of the mounting plate to get it to clear the intake manifold.
I found a couple things that were contributinge to high IATs. I did find a break in the sealant at the outer edge of the intercooler, the edge closest to the driver's side front of the intercooler. It was about 6mm in length, I can imagine under boost it was open up. As I'm sure to those of you that have had one of these in you hands, there is sealant between the mounting plate and the intercooler core. So there was a little bit of air bypassing the intercooler.
I decided to flow test both cores, I know this is not a very accurate test but here it goes. I left the water hose on the same setting. I put the intercooler manifold on the stock intercooler and noticed that there wasn't a large volume of water coming out but there was more pressure behind it. I'm thinking a possible blockage or a defect inside the core. Then onto the Griffin unit, there is definitely a different between the two. It appears the Griffin flows more volume of water. It also seems that the fins on the Griffin core are less restrictive. I took my blow gun, under shop pressure and shot air over the stock core and over the Griffin core. I could feel much more air flowing through the Griffin core that the stock unit. The Griffin/LFP intercooler must have been redesigned, judging by other pics I have seen on the internet, it is very close to the same size as the stock core, its has one extra set of cooling fins, I took some side to side pics but for some reason they did come out right, they were out of focus. I should have checked them before I installed it. I do have some other pics that I will post. The mounting plate is completely welded to the cooler core, unlike the Garrett unit that is only partially welded and the sealed completey along the perimeter between the mounting plate and the core. On the Griffin core there is only a bead of silicone on the front and the back of the top of the core. I ran a small bead down the sides of the upper part of the core between the plate and the cooler core for assurance (just in case). This did not interfere with the fins at all.
Cruising temps with the Griffin are pretty good. I now have on average, after reaching operating temp and driving around for a hour of so with mixed highway and city driving I saw 30-38 average degrees between IAT1 and IAT2. This is with a JLT HB CAI, the difference in iat1 and iat2 with the CAI is usually a greater gap when compared to the RAI. These temps are close to what you would see on pullied Eatons. I notice that it takes much longer for the charge temps to rise than before. I have only pulled a few WOT runs, between working late and getting home to the family, I have not had the chance to really push the charge temps. But with doing a 2-3 gear pull. My IAT2 only increased a few degrees and recovered rather quickly. I am monitoring temps with my Interceptor.
I will get sometime this upcoming week for some datalogging that I will share in this thread. That will be the true test. I know you guys will want to have some logs to look at.
The only down side was I had to trim the rear portion of the mounting plate to get it to clear the intake manifold.
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What is the Griffin part # for the intercooler?
So the only change was sealant? I would have to check the helm manual again on actual location, but the factory did not use sealant all the way around the mounting plate. They only used it along the back and partially up one of the sides.
I was just thinking that when looking at the intercooler Ford has the cooled fluid coming in the bottom of the intercooler and the hot fluid coming out the top of the intercooler.
Wouldn't it make more sense from the cool fluid to enter the top and exit the bottom of the intercooler? I was thinking of swapping the inlet hose and the outlet hose and seeing if this has a change in flow or IATs.
Wouldn't it make more sense from the cool fluid to enter the top and exit the bottom of the intercooler? I was thinking of swapping the inlet hose and the outlet hose and seeing if this has a change in flow or IATs.
then the fluid would hit cold temps first and then warmer temps on the bottom before entering the intake. I would rather have it hit the coolest part of the IC last no?
I see what you are saying, but I may try it and see what difference it makes. I have searched around and found that no one has done this, at least no one has posted or talked about it. I will try it out and let you guys know how it goes.
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By feeding the top port you will be trapping air in the intercooler.
Feed the bottom and air will burp out the top port.
Feed the bottom and air will burp out the top port.
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Have you had the time to evaluate the effectiveness more with the Griffin intercooler?
What's wrong with it?
op:
not surprised...every company thats made a replacement IC has been junk
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