Shakedown runs with the ATM IC

[R.G.]

After running some new custom hardlines for trans, coolant and oil I was needing to do some shakedown runs to make sure no loose ends prior to a road course event coming up at the end of the month. Since I was pulling data I figured I could share the performance of the ATM intercooler during said testing.

First round, the car popped the "U" coolant hose connected to the waterpump. Must have wiggled loose when installing new drain line. Called ubermywhip to get it home.


Quick car and test grounds info on attached logs:
Car runs a Precision 6266 Doc Race kit+stickers and tests were done inside the convection oven known as Las Vegas. Ambient during runs was ~95 degrees, 12am, with streets still radiating enough heat from the 115+ degree afternoons to cook a falafel.

The why: I wanted an intercooler that made the most of the area that actually received airflow. Did not want a giant core that was hiding behind the front support or blocking airflow to the rad. Coolant temps are more important than IAT's in this particular builds purpose.

How it did:
With low - mid level amount of air the IC did not do much to write home about. Basically, meh, was my initial impression. ~15-20 degrees above ambient at cruise.
Took the car out to the DeathValley side of the city aka the mob morgue and did my best to break something. Can't complain as the IC did an exceptional job keeping temps pegged. Outperformed my initial expectations. Looking forward to see how it does during road course duty.

The pics:
The IC

Start of logs temp

Performance

 

[dyezak]

Can you post the logs too?

 

[ATMSpeedShop]

Thanks for sharing and for an honest review! IAT's are looking great.

Just a little info regarding IAT's during low speed.... this seems to be the nature of the climate. We recently had a customer In United Arab Emirates (talk about hot) seeing slightly hotter temps at idle and low speed cruising as well. This is due to lack of air movement and the IC picking up heat from the radiator, road, etc. Obviously an air-to-air heat exchanger needs air movement to transfer the heat effectively and once this starts to happen it does its job.

Glad you're satisfied with the results! We're confident you'll also be impressed with the recovery time on the road course

 

[R.G.]

Can you post the logs too?

PM'd

Thanks for sharing and for an honest review! IAT's are looking great.

Just a little info regarding IAT's during low speed.... this seems to be the nature of the climate. We recently had a customer In United Arab Emirates (talk about hot) seeing slightly hotter temps at idle and low speed cruising as well. This is due to lack of air movement and the IC picking up heat from the radiator, road, etc. Obviously an air-to-air heat exchanger needs air movement to transfer the heat effectively and once this starts to happen it does its job.

Glad you're satisfied with the results! We're confident you'll also be impressed with the recovery time on the road course

No problem. Did not want to create a "I'm justifying my purchase" type of cheerleader thread. Was genuinely surprised at how well IATs were suppressed and would feel confident recommending the intercooler to some of the local group.

We get health alerts regarding dehydration for night time activities due to the residual heat coming off the streets/sidewalks. Temp says 95 but it's actually much hotter at street level. I had to carry my 100lb pit like a baby during our last night time walk. He got dehydrated and wasn't taking another step.

 

[dyezak]

Looked at the logs and OP has a pretty solid cooling package.

 

[doublespaces]

You know, as someone who has been doing some IAT testing and analysis... I don't know how to interpret these results or even my own. There are SO many variables when it comes to IAT measurements that its hard to really get an accurate 'baseline'. I've found in my own testing I can see anything from 10* over ambient to over 20* over ambient in the same driving conditions, both while the oil is up to temp. Also, I've noticed that temps usually drop when you go into boost, not because the FMIC is cooling, but what seems to be the influx of fresh air cooling the compressor or other components. It continues to drop in temp until the compressing of the air and heat from the engine warm things back up again. I'm not an expert at this, but I can't seem to find a good way to test this stuff, I can make my results say whatever I want it seems. I just have to go out at the right time of day and log in the right conditions.

I spent a couple hours on the road the other day, and if you build boost gradually, your IATs drop. If you are going 60mph, and slowly spool the turbo, temps drop right away. If you cruise at 80mph, with increased airflow on the FMIC, temps don't drop anymore if at all than when you were at 60.

I am beginning to think the best ways to measure these things, are on recovery times and how quickly the temperatures get saturated at a stop, etc.

 

[dyezak]

You know, as someone who has been doing some IAT testing and analysis... I don't know how to interpret these results or even my own. There are SO many variables when it comes to IAT measurements that its hard to really get an accurate 'baseline'. I've found in my own testing I can see anything from 10* over ambient to over 20* over ambient in the same driving conditions, both while the oil is up to temp. Also, I've noticed that temps usually drop when you go into boost, not because the FMIC is cooling, but what seems to be the influx of fresh air cooling the compressor or other components. It continues to drop in temp until the compressing of the air and heat from the engine warm things back up again. I'm not an expert at this, but I can't seem to find a good way to test this stuff, I can make my results say whatever I want it seems. I just have to go out at the right time of day and log in the right conditions.

I spent a couple hours on the road the other day, and if you build boost gradually, your IATs drop. If you are going 60mph, and slowly spool the turbo, temps drop right away. If you cruise at 80mph, with increased airflow on the FMIC, temps don't drop anymore if at all than when you were at 60.

I am beginning to think the best ways to measure these things, are on recovery times and how quickly the temperatures get saturated at a stop, etc.

First off, for FMIC testing you want to test where the IC has an impact, that is under boost. Who cares what IAT's are during idle while in traffic, or while cruising at 35mph in town...140F IAT's in those instances aren't due to FMIC effects but from heat soak and lack of airflow (as you deduced).

What you want to do is a LONG pull. 1st, 2nd, and 3rd at least, get into 4th if you can. A single gear pull doesn't really test an FMIC. You want to see that it's cooling that hot compressed air without getting heat soaked. For a good test you'd run your car on a track at a track day for several laps and look at average IAT over the duration of the run. For the street however a few good back to back 1st, 2nd, and 3rd gear pulls are probably the best you'll get.

 

[doublespaces]

Well, my tests were not about the FMIC as much as it were about the aluminum intake manifold I have and the phenolic spacer. I was trying to eliminate the FMIC from the equation.

Also, another thing that seems to be affecting IAT, when compared to other single turbo cars here in the desert, is if the car is top mount and if the car has hood vents.

 

[dyezak]

In that instance I'd use external logging and buy a FLUKE logging meter with 6 inputs and have a thermocouple adhered to each of the intake runners. Probably about $1500 in gear just to test the temps but it's the only way to test that Phenolic spacer on a metal intake manifold that I can think of. Something like this:

http://www.tequipment.net/Fluke/714...ogleshopping&gclid=CLT99LWGh9UCFYe2wAodGIQDRQ

 

[doublespaces]

Well, because IATs are measured in the CP TMAP, whats being measured aren't actually manifold temps, but rather the impact of the heat transfer to the chargepipe through the throttlebody. If I wanted to measure the temps in the manifold, yes that would be required. I have six 1/8 NPT bungs on top I could use for that, but I am not spending 1300 bucks to test a $80 spacer. Not to mention, the pre-throttlebody temp deltas can be measured at a stand still.

 

[R.G.]

Honestly, IAT's are probably not in the top 5 of the things I worry about when looking at N54 logs lol. Probably need to adjust that since no longer running methanol. Now that I'm past the shakedowns and car made it home on its own, I can get back to the details. Want to make sure the car is 110% maintenance fresh and then move on to the surge tank build. I might as well use this thread as a progress log and will provide more data. Don't nerd it up too much for me.

Meanwhile, still need to install the hpfp sitting on my desk on the F02 N54.

 

[Bmwfixerguy1]

I have to agree with @R.G. The exacting number of an iat isn't and shouldn't be a main focus.. Wgdc and it's ability to give you a decent amount a heat suppression through a long pull..
We have a very clustered and engine bay that compromises cooling big time in all departments! How that performed in that weather I'm pretty damn impressed myself
I'm surprised more people including myself have dabbled in trying out some intercooler sprayers based on out limited frontal area.