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Old 02-27-2025, 03:14 PM   #78
Joshinator99
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Drives: 2017 Camaro 2SS A8
Join Date: Aug 2018
Location: New Ipswich NH
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Quote:
Originally Posted by RobZL1 View Post
you got to it before I did. I read that and was like, whuuut? uhhh, nope!


Quote:
Originally Posted by SOCAL.M6.ZLE View Post
Thanks for jumping in Josh, this is a great topic! I was under the impression that laminar flow actually helped transfer heat between the layers of flow from the slowest moving nearest the heat source to the center of flow which is the fastest... similar to blood flow in the body.
Negative my friend! TURBULENCE is the word of the day. So you need enough flow to keep water temperature effective across the supercharger brick (too slow of a flow rate means the water heats up too much in the supercharger brick and makes it less effective in cooling the charge…(ie 150 degree water does a worse job cooling the air than 100 degree water), enough turbulence to make sure the water is scrubbed across the heat exchanger for max heat transfer, and flow that is slow enough to allow for the actual heat transfer (allowing you to dump heat out of the water using your heat exchangers). It’s definitely a balancing act.

In other words, you’re balancing this flow rate so that you keep a reasonable temperature differential across the supercharger brick, say 10-20 degrees…and then you have adequate flow and heat exchanger surface area to scrub that 10-20 degrees out the other end. If you pump too fast the differential shrinks too much (maybe only 5 degrees) so now you’re not absorbing or rejecting enough BTUs. If you pump too slow, the differential jumps up to maybe 40 or more degrees so now you have brick temps that aren’t useful… 150 degree water is pretty useless since heat transfer is directly dependent and proportional to temperature difference! So if your supercharger is spitting out 200 degree air, then 100 degree water will pull heat from the air charge faster than 150 degree water will…that’s a point that seems obvious though.

Hope that helps! But measuring flow and temperatures before & after the brick (and heat exchanger if possible) can help you understand a lot about what’s up. I am lazy though and just upgrade everything to the biggest/best I can find and then look at final results haha
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2017 Chevy Camaro 2SS A8 Whipple 3.0, Mast Black Label heads, ATI 8L90, Fore triple in-tank pumps, 112mm TB, LPE +52% injectors & BB HPFP, TooHighPSI/Katech port injection, 15” conversion 1066 WHP STD/1027 SAE, 9.10@152.5 (new times coming)

Last edited by Joshinator99; 02-27-2025 at 08:52 PM.
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