Hendrik
Point well made. True, as you go up in altitude.. temps drop.. [as a rule
of thumb, 1 degree F per thousand ft. {same rule, different math for
"meter/Centigrade}]. However, along with that rise in altitude, and temp,
you also have a lowering in air density.. In the brief comments previous, I
did not make that distinction. {ask an engineer how to sharpen a pencil he
says... "first cut down a tree.... etc etc"]
Naturally, to design a "charge air cooler system" it needs to take into
account properly such things as ambient air density, and temperature... and
compensate for those factors..
Thus, the well employed engineers with car companies..... or... you could
do what the "hood scope" buy did in the Original posting... and just throw
enough S*($#t against the wall until some of it sticks and call it "good".
"I wonder what the wind tunnel flow separation numbers look like on the
"hood scope"
Smiles,,,,
Grant
On Tue, Oct 2, 2012 at 5:27 PM, Hendrik & Fay <heni...@ozemail.com.au>wrote:
> That's interesting, I would have thought that even though the air is less
> dense at altitude it is also a lot colder.
> Also I found that Diesel engines work better at night, which I guess may
> be down to air density?
>
> Hendrik
> who is dense
>
> On 03/10/12 09:03, relng...@aol.com wrote:
>
>> The important thing is to lower the temp of the compressed air to make it
>> more dense and thus lower the CHT. Intercoolers have been around since at
>> least WW2 and are common in turbocharged gas engines. Including aircraft.
>> Even
>> so and intercooler or not, big-inch Continental aircraft engines can
>> overheat at high altitudes.
>>
>> And a bit OT, there is a new French built 4-cylinder Jet-A engine
>> available
>> in the Cessna 172 that is intercooled and pulls nearly 100 inches of
>> manifold pressure. It is a compression ignition engine but is built for
>> Jet-A, not
>> diesel fuel.
>>
>> Costs about $500K, BTW.
>>
>> RLE
>>
>>
>>
>>
>
>
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