I am in the market for a new intercooler. I am thinking of either DI's, Spearco, or Banks. DI and Spearco are fairly equal in price, but I don't think they include new boost tubes or boots. Banks is a little more in cost, but includes new boost tubes, boots, and also the twin ram inlet for my early 99. I have read many posts saying Banks is overpriced for what you get. Putting cost and accessories aside, I would like some feedback on which you guys think is the best intercooler for 350 to 400 hp.
Intercoolers
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I honestly think it's gonna come to personal preference. I've heard of some having fitment issues w/the spearco 6.0 retrofit cooler. If it were me, i'd get the cheapest one i could find, either the DI or Spearco 7.3 will suite you just fine. Brian's a good guy, and he sells the spearco, so that's the route i would personally choose. . .but others will go the other way /ubbthreads/images/graemlins/wink.gif
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I've got the Spearco 7.3L ICs in stock and ready to ship.
I've got a 6.0 Spearco in my 7.3 and the fit was tight but everything works fine. No rubbing and no clearance issues other than I spaced my hood latch a bit to be safe. I would spend the money on the intercooler, not the tubes and boots. You get a much larger cooler with the Spearco or DIIC than the Banks, stock tubes are fine in most applications. I bough mine from Black Widow Diesel and couldn't be happier with the service I received. ITP is also great to deal with, I've always received excellent service from them as well. Any of the three intercoolers are better than stock.
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Spearco, I didn't care for the banks and never ran a DI.
banks blows....overpriced for the ignorant....spearco boastes it's temps at about ambiant....thats pretty good....and if you are going to spend money for cooling....then get all you can....get the 6.0 it's bigger....in this case bigger is better.....lol
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2,560 Posts
[ QUOTE ]
and if you are going to spend money for cooling....then get all you can....get the 6.0 it's bigger....in this case bigger is better.....lol
[/ QUOTE ]
That mindset is what advertisers and marketing gurus are looking for.
Truth is the size of the end tanks and overall size of the intercooler itself have little to do with how well an intercooler performs. The core size itself and the inner construction are what determine how efficient a particular intercooler will remove heat from the incoming air.
That said the core we use as provided by Garrett is efficient at the 1200 flywheel horsepower level, yes a lil overkill for most but makes a heck of a towing IC and ours comes with new IC boots and clamps.
Like stated earlier the factory tubes are fine even at well over 700rwhp.
and if you are going to spend money for cooling....then get all you can....get the 6.0 it's bigger....in this case bigger is better.....lol
[/ QUOTE ]
That mindset is what advertisers and marketing gurus are looking for.
Truth is the size of the end tanks and overall size of the intercooler itself have little to do with how well an intercooler performs. The core size itself and the inner construction are what determine how efficient a particular intercooler will remove heat from the incoming air.
That said the core we use as provided by Garrett is efficient at the 1200 flywheel horsepower level, yes a lil overkill for most but makes a heck of a towing IC and ours comes with new IC boots and clamps.
Like stated earlier the factory tubes are fine even at well over 700rwhp.
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2,997 Posts
i agree with slim... the stock tubes work great. i did roll some beads on mine for higher boost. as well i agree that the core of the ic is the heart. choose a ic that is bar and plate. that is the newest technology. tube and fin is old radiator technology. best of luck on your choice.
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2,560 Posts
[ QUOTE ]
choose a ic that is bar and plate. that is the newest technology. tube and fin is old radiator technology
[/ QUOTE ]
Do you actually KNOW this or are you just repeating what someone told you??
When is the last time you saw a bar and plate radiator?
Radiators have to remove a lot of heat and do it efficiently.
Bar and plate works well removing heat but once it gets heat soaked it is limited in it's ability to remove heat efficiently.
Garrett makes both but recommended tube and fin for our application.
Remember, the idea of an intercooler is to take heat out of air just like a radiator takes heat out of water. In a towing application they have to be able to do this for hundreds of miles non stop.
choose a ic that is bar and plate. that is the newest technology. tube and fin is old radiator technology
[/ QUOTE ]
Do you actually KNOW this or are you just repeating what someone told you??
When is the last time you saw a bar and plate radiator?
Radiators have to remove a lot of heat and do it efficiently.
Bar and plate works well removing heat but once it gets heat soaked it is limited in it's ability to remove heat efficiently.
Garrett makes both but recommended tube and fin for our application.
Remember, the idea of an intercooler is to take heat out of air just like a radiator takes heat out of water. In a towing application they have to be able to do this for hundreds of miles non stop.
Joined
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534 Posts
[ QUOTE ]
i know because im smarter than you.
i am the powerstroke king!!
[/ QUOTE ]
LMAO!!!
Now that's funny, I don't care who you are!
i know because im smarter than you.
i am the powerstroke king!!
[/ QUOTE ]
LMAO!!!
Now that's funny, I don't care who you are!
Joined
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3,471 Posts
[ QUOTE ]
do you ever get text messages from slim?
[/ QUOTE ]
Being leader of the "winning team" is a hard job Big arra.
Slim aint got time for grammer..... /ubbthreads/images/graemlins/wink.gif
/ubbthreads/images/graemlins/phoney.gif /ubbthreads/images/graemlins/biggrin.gif /ubbthreads/images/graemlins/tongue.gif /ubbthreads/images/graemlins/grin.gif
do you ever get text messages from slim?
[/ QUOTE ]
Being leader of the "winning team" is a hard job Big arra.
Slim aint got time for grammer..... /ubbthreads/images/graemlins/wink.gif
/ubbthreads/images/graemlins/phoney.gif /ubbthreads/images/graemlins/biggrin.gif /ubbthreads/images/graemlins/tongue.gif /ubbthreads/images/graemlins/grin.gif
So here's a technical question for you all. What media is more effiricent @ thermal pickup and disipation. Your choices are air or glycole mixed wih water. Which looses heat quicker. Why would you want to use an application designed for water when your dealing with air? Just wondering. I bet a few of the smart guys on this site can answer that. Let me know what you think and why your thoughts would affect your choice.
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2,560 Posts
Can you explain to us how heat is actually transferred from the air to the aluminum.
Do you know what a turbulator is and what it does /ubbthreads/images/graemlins/wink.gif
Do you know what a turbulator is and what it does /ubbthreads/images/graemlins/wink.gif
[ QUOTE ]
Can you explain to us how heat is actually transferred from the air to the aluminum.
Do you know what a turbulator is and what it does /ubbthreads/images/graemlins/wink.gif
[/ QUOTE ] I sure do know what a turbulator is. wikipedia explains it best though.
[ QUOTE ]
Turbulator
From Wikipedia, the free encyclopedia
Jump to: navigation, search
A turbulator is a device for improving the flow of air over a wing.
When air flows over the wing of an aircraft, there is a layer of air called the boundary layer between the wing's surface and where the air is undisturbed. Depending on the profile of the wing, the air will often flow smoothly in a thin boundary layer across much of the wing's surface. However there comes a point, the transition point, in which the boundary layer breaks away from the surface of the wing. Beneath the separated layer, bubbles of stagnant air form, creating additional drag because the boundary layer becomes thicker as more air gets caught up in it.
These bubbles can be reduced or even eliminated by shaping the airfoil to move the transition point or by adding a device, a turbulator that trips the boundary layer into turbulence. The turbulent layer remains thin and close to the wing's surface and so stagnant bubbles cannot form.
In gliders the turbulator is often a thin zig-zag strip that is placed on the underside of the wing and sometimes on the fin. The DG 300 glider used small holes in the wing surface to blow air into the boundary layer, but there is a risk that these holes will become blocked by polish, dirt and moisture.
For the aircraft with low Reynolds numbers (i.e. where minimizing turbulence and drag is a major concern) such as gliders, the small increase in drag from the turbulator at higher speeds is minor compared with the larger improvements at best glide speed, at which the glider can fly the furthest for a given height.
[/ QUOTE ]
Now, I'm not sure why were bringing up planes now, well, with Elmo lighting things up, maybe thats why.... /ubbthreads/images/graemlins/smokin.gif I love watching his vids... Anyways, on the air to aluminum, it's a thermal physics and thermodynamics thing, and I'm not sure we got time to get involved in that.
Can you explain to us how heat is actually transferred from the air to the aluminum.
Do you know what a turbulator is and what it does /ubbthreads/images/graemlins/wink.gif
[/ QUOTE ] I sure do know what a turbulator is. wikipedia explains it best though.
[ QUOTE ]
Turbulator
From Wikipedia, the free encyclopedia
Jump to: navigation, search
A turbulator is a device for improving the flow of air over a wing.
When air flows over the wing of an aircraft, there is a layer of air called the boundary layer between the wing's surface and where the air is undisturbed. Depending on the profile of the wing, the air will often flow smoothly in a thin boundary layer across much of the wing's surface. However there comes a point, the transition point, in which the boundary layer breaks away from the surface of the wing. Beneath the separated layer, bubbles of stagnant air form, creating additional drag because the boundary layer becomes thicker as more air gets caught up in it.
These bubbles can be reduced or even eliminated by shaping the airfoil to move the transition point or by adding a device, a turbulator that trips the boundary layer into turbulence. The turbulent layer remains thin and close to the wing's surface and so stagnant bubbles cannot form.
In gliders the turbulator is often a thin zig-zag strip that is placed on the underside of the wing and sometimes on the fin. The DG 300 glider used small holes in the wing surface to blow air into the boundary layer, but there is a risk that these holes will become blocked by polish, dirt and moisture.
For the aircraft with low Reynolds numbers (i.e. where minimizing turbulence and drag is a major concern) such as gliders, the small increase in drag from the turbulator at higher speeds is minor compared with the larger improvements at best glide speed, at which the glider can fly the furthest for a given height.
[/ QUOTE ]
Now, I'm not sure why were bringing up planes now, well, with Elmo lighting things up, maybe thats why.... /ubbthreads/images/graemlins/smokin.gif I love watching his vids... Anyways, on the air to aluminum, it's a thermal physics and thermodynamics thing, and I'm not sure we got time to get involved in that.
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