[TurboBullett@Ambient Thermal Management]

Originally Posted by pdjafari2

TT you mention at 13.6 PSI..is this stock boost or running some sort of piggyback/flash??

I am simply wondering if its beneficial to run a larger/aftermarket FMIC with an otherwise stock engine outside of lower AIT temperatures?? Will I still get a few extra ponies ONLy installing an FMIC?? I mean I know I will only TRULY take FULL advantage of any larger/aftermarket FMIC IF I am running higher than stock boost...but I am just curious

of course you would gain some HP, you would also gain a tremendous amount of thermal reserve and maintain this hp longer. case in point if you road coursed your car at stock boost levels you would at some point tax the stock intercooler and ait's(air intake temps) would rise leading to the dme adding more boost leading to higher ait's and at some point when things heat up too much you would get a limp mode. having a more efficient intercooler would curtail this process much much longer. My car is the test bed for Helix, I have the Attache in my car and run approx 13.5 psi on the 93 octane program.

[pdjafari2]

^^great, so when is the GB ??

[TurboBullett@Ambient Thermal Management]

Originally Posted by pdjafari2

^^great, so when is the GB ??

There are 10 FMIC's in production I know several are spoken for, give Helix a ring 877-Helix13 and get on a list. Helix DOES NOT charge until items are ready to ship so no harm in doing this

[michsu]

judec.. I'm trying to say WHY is it better than AA or Spearco? You think you may know more than me (you probably do).. I even admitted it is for "dumb" people like me.. but everyone is confused about which is better and discuss their issues in these forums... otherwise everyone will know everything and won't need each other's help.. since there aren't many dynos on these intercoolers yet, I'm just trying to see which is actually better and how they are better...

[touchmyhonda]

well i saw a dyno of the aa intercooler... and it gave the person only like 10whp gain... i believe on a totally stock 335i, only the intercooler added.

[Orb]

Originally Posted by TTurboBullett

At 372whp crank hp is about 425 so we are coming up on the .5 psi pressure loss in the core, now there is some pressure loss associated with the inlet and outlet tubing as well as the end tank but... the design of the cast endtanks are rounded and high flow so not much loss there. There are some mods I am going to be doing that will be pushing power(cfm) through the intercooler MUCH higher I may thread and tap some 1/8npt fitting into the endtanks for pressure probes as I am going to be probing all over the place. my car is going to have more probes than a weekend in area 51 as for the 65% compressor efficiency estimate I would have to say I was being very nice its probably closer to 60%... I think spearco posted pre intercooler temp at a certian boost data knowing this and the ambient temp I would know exact efficincy at that point going forward>>>> i could make a better estimate for higher or lower boost levels.

Thanks for the info as I can now figure a few things out now. A 2” diameter pipe (0.04 roughness) 4” long will produce a pressure drop of 0.1 PSI at 600 CFM at 228 F so a bit drop at the IC inlet fitting. I notice the Reynolds number will drop to laminar range (change in dynamic viscosity) if you go bigger than 2.5” pipe.

Testing within the whole flow range is the tough part to do well at.

Looking at the Spearco test for the stock IC tells us it is undersized for these boost level so this upgrade and you got 1 PSI back with better heat rejection so it is not a hard sell at all.

Orb

[Sniz]

What he said

Originally Posted by Orb

Thanks for the info as I can now figure a few things out now. A 2” diameter pipe (0.04 roughness) 4” long will produce a pressure drop of 0.1 PSI at 600 CFM at 228 F so a bit drop at the IC inlet fitting. I notice the Reynolds number will drop to laminar range (change in dynamic viscosity) if you go bigger than 2.5” pipe.

Testing within the whole flow range is the tough part to do well at.

Looking at the Spearco test for the stock IC tells us it is undersized for these boost level so this upgrade and you got 1 PSI back with better heat rejection so it is not a hard sell at all.

Orb

[jonm42]

Originally Posted by Sniz

What he said

Whatever it was.

[longodj]

pm sent?

[bribro335iA]

Two questions about the FMIC:

- Does changed geometry of the unit to stock affect radiator cooling efficiency and engine temperature at speed?

- Does lower air temp in the combustion chamber affect engine emissions?

Thanks,
Brian.

[TurboBullett@Ambient Thermal Management]

Originally Posted by bribro335iA

Two questions about the FMIC:

- Does changed geometry of the unit to stock affect radiator cooling efficiency and engine temperature at speed?

- Does lower air temp in the combustion chamber affect engine emissions?

Thanks,
Brian.

There have been no noticible changes in coolant temps either on the dyno or in road testing w the Helix FMIC.

much lower AIT can affect timing(advance) which can affect NOX emissions but... at part throttle where one would be most concerned with emissions there shouldnt be much if any change. probably not much difference in the change of emissions from the timing advance between 91 to 93 octane.

[bullmrkt]

I would love to see a shootout between this and the AA FMIC. Two of the best designs so far.

[judec]

Originally Posted by TTurboBullett

There have been no noticible changes in coolant temps either on the dyno or in road testing w the Helix FMIC.

much lower AIT can affect timing(advance) which can affect NOX emissions but... at part throttle where one would be most concerned with emissions there shouldnt be much if any change. probably not much difference in the change of emissions from the timing advance between 91 to 93 octane.

hmmm, the changes in timing caused by lower AIT are managed by the ECU, it's the reason why it's there and this ECU will no way manage things the way so engine will have bad emmisions (if U not fool it somehow), so dont worry about it.

[Mr. 5]

Originally Posted by TTurboBullett

There have been no noticible changes in coolant temps either on the dyno or in road testing w the Helix FMIC.

much lower AIT can affect timing(advance) which can affect NOX emissions but... at part throttle where one would be most concerned with emissions there shouldnt be much if any change. probably not much difference in the change of emissions from the timing advance between 91 to 93 octane.

I don't think you ever will either.
I posted earlier in this thread about temp increases, but I have learned lately that the water temps will most likely stay the same with an aftermarket IC compared to the OEM IC since our coolant pumps have certain temperature targets and it will pump accordingly to achieve these targets.

The correct question should be, "Will this aftermarket IC make my coolant pump work harder than usual?"
I believe the answer is, "I highly doubt it."

[TheAcAvenger]

Waiting for helix to come out with the goods is making me lose my mind.

[longodj]

bump?

[tomtom]

whats the status of the Helix FMIC?

[Sniz]

Originally Posted by tomtom

whats the status of the Helix FMIC?

its running just great stuffed in the front of my car










bump

[TheJackal]

nothing for almost 2 weeks??

[SilverBullet]

i was there on friday. they are waitin on the hoses still.

[uberschnell]

bumping it up, waiting for

[eric@helix]

Originally Posted by Magna3

bumping it up, waiting for

FMIC's are in, just waiting on the silicone and clamps...about the clamps we listened to your requests and the FMIC will include high quality Murray turbo seal clamps

"A constant tension worm gear clamp designed to compensate for the effects of thermal cycling and/or compression set of hose. Turbo Seal’s convoluted spring action band solves this problem. This clamp is used in automotive, off-highway, agriculture, heavy duty, aircraft (non flight critical applications only), and military industries and can be found on turbo chargers, tanks, air-to-air, cooling, and fuel lines.

Murray’s unique “DUAL BEAD SHIELD” concentrates band sealing pressure, increasing performance up to 30% compared to standard smooth liners. Flanged edges protect soft hose compounds."