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since liquid provides better heat transfer than air..

has anyone tried to come up with a liquid cooled intake charge for the turbocharged rotaries...

Lynn E. Hanover

There is a history of gimmics used in record attepts, that seemed to border on cheating, and involve engine cooling and charge cooling.



In the end, everything is air cooled. There may be some liquids transferring energy too and fro in various systems, but in the end all cooling is air cooling.



Charge cooling in the boosted engine is used to push back the onset of detonation. Detonation is charge temperature dependant, so lower the charge temps and you can use more boost. Simple.



Typical inlet temps may push 200 degrees in boosted engines so the fact that boosted engines may detonate while NA engines usually do not is well known.



So, develop a simple cheap and reliable way to cool the intake charge for long periods of time, that takes up almost no room under the hood, and consumes almost no power from the engine, you will have the world at your door, if the patents hold up.



Air just above the street is the hotest air available. Move the air intake as high above the ground as is possible. Notice the GN cars pull intake air from the front edge of the windshield.



I visited a GN engine leasing operation one time, and you notice that they had 40 computer controlled dyno cells in operation. So if somebody can find one more HP out there it is likely that one of those operations will be involved. So when they do find a good idea, it is tested the next day and passed along to all of the next set of engines. In Detroit, if they could find the answer to a problem, how long would it take to get it into production?



Some of the ideas you may have heard of for record runs (or qualifying laps) where the idea or device may only need to perform for a short period of time. So others a just common sense and cost little.



Freon of similar is manifolded to the underside of the intake, and then into the exhaust system to lower charge temps and increase charge densitiy.



Fuel is run through a dry ice packed container to lower the temperature and improve charge density.



Cooling system and intake manifold crossover filled with supercooled salt brine.



Intercooler packed in dry ice.



For the street: intake system is insulated to prevent underhood heat entering the inlet tract.



Intercooler built with interspersed evap tubes from air conditioning coils. At full throttle solenoid shuts off the compressor, and refridgerant is dumped through the intercooler. Not at full throttle, gets you back to normal air conditioning.



Total loss Freon like material is sprayed onto intercooler in a total loss system, only at full throttle. Not legal on Earth.



Compressed CO2 from a fire extinguisher works for this as well. Or just compress air into a storage bottle at all but full throttle, and dump the air across the intercooler at full throttle as well as disarm the compressor clutch.



GM actually had such a system in test as the primary air conditioning system. Compress the air at high volume using a big air pump looking vane style compressor, let it escape through a big heat exchanger and leak into the interior vents. It works well enough, but is heavy and noisy. Rotary nuts have poor hearing so that would not be a problem. What did he say????????



You would just save up tons of compressed air in that big tank in the trunk between the Nitrus bottles..



You make up an Eductor to spray the cooling air into the intake, and the cooler air enters the turbo inlet at a lower temperature and at higher pressure, than is available outside the car. Google Eudctor/ Bernoulli.



Just a start. Now you guys come up with some............



Lynn E. Hanover