intercooler water pump
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intercooler water pump Post Review
Genuine Bosch supercharger intercooler heat exchanger electric water pump https://t.co/zOG6O82XZl https://t.co/pVDoMoTWXR
Chevrolet GM Turbo Turbocharger Intercooler-Auxiliary Water Pump 22901367 12-15 https://t.co/WfUco9kW1h eBay https://t.co/RMWwVWYW3A
I got my intercooler out. My radiator out. Water pump and thermostat. Now to put it back on tomorrow https://t.co/PrhgiWvjWL
Bosch Heavy Duty Turbocharger, Supercharger Intercooler Water Pump Shop Now: http://t.co/IjahYQAHiA http://t.co/GI4A3lv6xA
One of our customers cars coming together, we did custom front mount intercooler, new timing belt and water pump. … http://t.co/dfJFmUtoik
I have to work on monday its supposed to be 97 , its pulling 12volt at 2amps. The water pump didnt show up in the mail like it was supposed to by Thursday so the intercooler isnt working , hopefully the ice lasts at least 8hrs like that https://t.co/PUpO5XzXXA
Meziere Wp724 Intercooler Water Pump 12-Volt Brushless Style https://t.co/Q4puf80gw4 eBay https://t.co/BB9mPacWVd
Supercharged 12-15 Camaro ZL1 heat exchanger / intercooler electric water pump https://t.co/z4RgVj1nhu https://t.co/G9rwasHZ4S
In the JOMO workshop with an intercooler water pump from a Celica GT4, listening to Mississippi John Hurt and waiting for @johncreedon https://t.co/jn2AScWZFD
I just flashed & started the beast after upgrading the fluids, turbo, coils, plugs, fuel pump & air inlet, which required the removal of the water pump, expansion tank, charge pipe, boost pipe, intercooler & more. Gassed literally & figuratively. Feeling worthy of my station… https://t.co/I8whMrEN1B
intercooler water pump Q&A Review
Do we need to clean an intercooler?
Yes all radiators, intercooler, coolant radiator, air conditioner radiator need to be cleaned inside by flushing and outside for all accumulation of debris. Then you will replace the hoses, water pump, thermostat, fan belt, AC gas recharge, and coolant fluids. With turbos you need more frequent oil and filter changes as well, every 5,000 kms. Cumbersome cleaning flushing but needs doing once in 3 to 4 years.
Does a Dodge Hellcat engine have two water pumps? One for the air-to-water intercooler and one for the engine coolant?
Yep. One driven by the crankshaft to cool the motor, and an auxiliary electric pump for the intercooler. Item #9 in the parts catalog shown below. It’s expensive! $1535.00!
Why do diesel engines cost so much more than gasoline engines considering that gas engines have more parts and also pollution control device?
As the others have mentioned, Diesel engines need to be more robust, but I will go into details about how complex a Diesel engine is and what makes it more expensive. So first things first, diesels have a very high efficiency and are capable of a large amount of torque per displacement compared to a gasoline engine. They run far higher compression ratios and utilize a fuel that has more energy. All of this means that Diesel engines suffer far more stress then a gasoline engine right off the bat. Now add in the consideration that the majority of Diesel engines are used in work type vehicles where the engine is worked under moderate to high loads for a good portion of its life, and you can see why they need to be built to handle it for any change of longevity and reliability. Here are some features of a Diesel engine that drive up cost over a diesel. Mechanical parts The internal parts that make up a diesel are far superior to that of a gasoline. Most diesels use a high strength heavy cast engine block. Most have forged steel liners that provide the wear surface. In a Diesel engine, the rotating assembly are pretty well all forged parts. The crankshaft, connecting rods, pistons all need to be thicker and heavier then a gas engine so it doesn’t come apart when you push 1000 lb-ft of torque through it. we have high lift camshafts with mechanical roller lifters, roller rockers, and hardened valves with durable valve springs. The cylinder heads are strong, and have to flow well. Things like the cam, oil pump, water pump and accessories are usually gear driven, not chain or belt like gasoline. This is more akin to what you would find in a high performance race engine then your typical 4 or 6 cylinder economy gas engine. All of this adds up in the price. Oil system Lubrication systems in diesel engines have evolved over the years. Today almost all Diesel engines have the same features because they are required. All Diesel engines use high volume oil pumps and high capacity oil pans. They all use oil to water oil coolers to keep the oil cool. Most Diesel engines utilize piston cooling, with machined passages that allow oil to spray the bottom of the piston to prevent overheating. Pretty well everything is pressure lubricated, right up to the geartrain and the valvetrain. Most diesels use Windage trays in the pan to try and reduce the aeration of the engine oil. Once again, an oiling system like this would be something more akin to a race engine then your average gasoline engine. Fuel system This is probably the biggest cost of a Diesel engine. Diesel engines have always been direct injection. Unlike gasoline engines that inject fuel during the engines intake cycle, Diesel engines inject near the top of the compression stroke, with the fuel igniting as it exits the injector. This means that fuel injection pressure need to be higher in a Diesel engine in order to both combat cylinder pressure, but also to allow the fuel to atomize as it exits the injector so it can burn properly. With emissions control and fuel efficiency become more important to designers, these pressures have continued to increase. A direct injection gasoline engine right now will run injection pressures of around 4–6000 psi. Diesel injection pressures by comparison today can run as high as 40,000 psi. In order to achieve these injection pressures, we have to use pumps and injectors with precision machines surfaces and very tight tolerances, double wall steel lines that can handle the pressure, and a supply and filtering system that keeps the fuel coming and keeping it clean that it doesn’t destroy our precision machined pumps and injectors. We use fuel heaters as well to maintain a constant temperature, and electronic control to make sure the engine runs at its peak. All of this is far more expensive then what we see in a gasoline engine. Even high performance racing gas engines can’t match it because gasoline does not have the lubricating qualities of diesel (which lubes the pumps and injectors to prevent damage). Trying to run gasoline through a system like that would destroy the system in minutes, if not seconds. Cooling system As I mentioned earlier, Diesel engines produce a lot of energy, but that energy creates a lot of heat. Diesel engines require larger radiators, bigger fans, bigger water pumps, and sometimes even multiple thermostats to keep the engine cool. Add in things like oil-water coolers and EGR coolers and you have a high thermal load that the cooling system has to contend with. That increases the price. Inlet air system The fact of the matter is that about 95% of Diesel engines running today utilize forced induction, usually in the form of a turbocharger. While turbochargers are becoming more popular on gasoline engines today, I will point out that they are still the exception, and the ones that are turbocharged don’t run at the same level as diesels. Most modern Diesel engines run far higher boost levels then their gasoline powered brethren. A typical gasoline engine will run maybe 10–15 psi boost pressure. Most Diesel engines run boost pressure higher then 30 psi. Most modern Diesel engines run variable geometry turbochargers which are more complex and expensive then a standard turbocharger. Now to handle all the boost, we have to do certain things. Firstly, most diesels use an air-air intercooler and/or air-water aftercoolers to cool the air coming into the engine. Most diesels also utilize cold air induction, and larger intake piping to reduce any restriction to the air coming in. I know you’ll see a pattern in what I’m saying here, but these are features more akin to a racing engine then your run of the mill gasoline engine, and they all increase the cost. Emissions Now one thing you were flat out wrong about was the take about emission controls in gas being more costly then a diesel today. Gasoline engines active emission controls to date outside of engine programming are pretty well limited to PVC and catalytic converters. (If there’s more, please correct me. I am a diesel tech and don’t deal with gasoline engines much). Diesels however have EGR systems that have to reroute exhaust into the intake (after it has been cooled down some by an EGR cooler). We also have DPF filters with an active regeneration system that injects fuel into the filter to burn off particulates. We have SCRs which are full of expensive precious metals that react with the exhaust. We have a NOx system, usually coupled to a DEF injection system, to reduce nox emissions. All of these systems are far more complex and expensive then the emission controls on a gasoline engine. Summary In order to meet the demands and stresses that they suffer, Diesel engines have to be well built. As such, with the technology that we casually use in them, they have more in common with a race engine in a dragster then a gasoline engine in a civic. Every system and subsystem in the engine has been carefully designed to not only handle absolutely massive loads and stresses imparted upon it by its normal operations, but to do so in such a manner that allows the engine to usually provide better longevity and durability then the gasoline engines the compete with. Remember, most Diesel engines are used in work vehicles, which means that someone is trusting their livelihood on that engine staying out of the shop and on the street making money. All of that culminates in the fact that Diesel engines are far more expensive then a gasoline engine.
What is the use of an auxiliary cooling water pump in a thermal power plant?
In earlier times ACW pump was called as BCW pump ie, bearing cooling water pump or PBC pump ie, pumps bearing cooling water pump. These pumps are different from CW pump. The function is not to supply water to condenser, but such pumps usually supplies water to lube oil coolers, hydrogen cooler, and other heat exchangers, including intercooler & after cooler of instruments air and plant air compressors. Normally ACW pumps take suction from CW Basin. Similarly the final outlet is connected to CW outlet piping. The outlet of ACW pump is cooled in cooling tower and reuse in the system. Certain portion of make-up is necessary as that of CW system.
How many parts are in a car engine?
A lot. The main assemblies for a typical modern engine are : engine block plus sump, cylinder head, valve cover and inlet and exhaust manifolds crankshaft and bearinsg piston assembly : piston, rings, connecting rod and associated bearings valve assembly : camshaft, valves, timing belt/chain, valve springs and various guides and bearings Ignition system (except for deisels) : spark plugs, leads, coil pack Electronic : ECU and a variety of sensors, relays and fuses Fuel system : low pressure pump, sender unit, high pressure pump, injector modules, fuel filters Auxilliaries : starter motor, alernator, water pump, oil pump, radiator, thermostat battery, oil filter, oil cooler Throttle body, air inlet hoses and filters That is most of the things which are esential to keep the engine running but many modern engines also have other systems pretty closely integrated including things lke : air conditoning pump vacuum system crankcase breather system emission control in teh exhaust system (also linked to the ECU), catalytic converters, particle fileters etc etc forced induction : turbo or supercharger, intercooler cabin heater (usulally part of the cooling system) Differnt designs may also add or reduce complexity and there will also be hundreds of bolts nuts and washers etc ect
If a car was in an accident that was minor enough to still have a clean title, is frame or engine damage still possible?
Yes it is very possible. If another car rear ends you while you’re in park and only the bumper and cover are damaged the transmission could also have been damaged or if you run into something and it only looks like cosmetic damage in the front of the car but it might also have caused damage to the radiator, power steering cooler, transmission cooler, intercooler, kinked a line, broken the fan. My truck the fan clutch is attached to the water pump so the water pump could be damaged if something goes flying through my grill into my radiator and hits the fan it’s minor damage but my water pump might be damaged and not properly pump the water through the system and cause the truck to overheat. Just because the damage isn’t easily visible it doesn’t mean it’s not there.
Is Coolant a lubricant?
No. Coolant is literally what it's called, a coolant. It runs through ports and holes though the engine and helps keep the engine cool, and it circulates through the water pump and radiator/intercooler and beck in again to keep things cool
Can a refrigerant be used as engine coolant in vehicles?
Ford and Dodge both use a refrigerated intercooler on some models of their turbocharged engines. Separate from the standard anti-freeze coolant based engine cooling system (water pump, coolant passages, thermostat, radiator) is an R134A refrigerant charged heat exchanger to cool the compressed output of the turbos and lower the intake air temperature. This works in tandem with the air-conditioner for passenger compartment cooling.
Why does a turbocharger require an intercooler while a supercharger does not?
In truth, neither turbocharging nor supercharging ,require, an “intercooler,” which is properly named a “charge air cooler.” Forced induction systems of all types can run without cooling the air charge, but doing so reduces the efficacy of the system. Forced induction, regardless of whether belt-driven (supercharger) or exhaust-gas-impeller-driven (turbocharger) work by pushing more air into the intake manifold. More air means more oxygen, which with additional fuel and spark mean more power (remember kids, suck, squish, bang, blow!). Accelerating air heats it, and compressing it heats it even more. If you remember, heat is simply motion at the atomic level and cold is just a lack of motion, so that’s pretty easy to remember. A basic diagram of a turbocharging system Intercoolers work by running air through a radiator made of many small fins of highly heat-conductive material, usually aluminum or similar. The air charge passes through the radiator, and since the car is moving, fresh air is running across the fins on the outside, enabling heat transfer. It is ,exactly, the same thing as your radiator (and if your car is equipped with them, oil or transmission coolers), with the only notable difference being that your radiator has fluid in it and the intercooler has air in it. Intercoolers are usually placed between the compressor fan where the air is accelerated and/or compressed and the intake manifold, cooling the charge after its heated and before it goes into the cylinders. A Roots-style blower sticking out of the hood of a muscle car, with carburetors and air filter on top of it. Intercooling is less common among superchargers for one simple reason - packaging. Roots type and twin-screw type superchargers are usually mounting directly on top of the intake manifold - usually as an actual ,part, of the intake manifold - which makes placing an intercooler difficult, though it has been done before. Centrifugal superchargers and turbochargers (which differ only in the fact that where the turbocharger has an exhaust-driven impeller, the supercharger has a belt-driven gearset instead) are remotely mounted, and thus make including an intercooler in the system easy. A more realistic view of packaging with an air-to-air charge air cooled turbocharging system. Note the remote placement of both the turbo and the intercooler This is a twin-screw supercharger. It is a positive displacement supercharger, meaning that it compresses air inside the supercharger as well as accelerates it into the intake manifold. Note that the compressed air comes out the bottom. An air-to-water intercooler for a twin screw blower, which mounts directly to the bottom of the blower. A twin-screw supercharger with integrated intercooler. Note the custom intake manifold that includes the intercooler, and the height of the system. Installed in a Subaru BRZ this SprintEX brand twin-screw intercooled supercharger barely clears the hood - notice the height of the pulley and supercharger assembly (in the very center of the photo, the large pulley with the belt going down is the supercharger drive pulley). Hood clearance will be very tight. Notice that the blue strut tower brace is significantly below the top of the blower. A Crawford Performance turbo kit for a Subaru BRZ. Notice the lack of height in the black intake manifold, allowing the strut tower brace to be connected, and the green piping which leads to the green and silver turbocharger mounted centrally at the front of the bay. The remote nature of turbocharging allowed the designer to move that mass away from the top of the engine bay leaving room for the strut tower brace to stiffen the chassis. Most factory superchargers are Roots-type blowers in the US. GM has used Eaton manufactured Roots blowers exclusively to my knowledge for decades, though supercharging has fallen out of favor to turbocharging, due to turbochargers being more fuel-efficient while providing more power at the price of a higher boost threshold (often mistakenly called turbo lag). In practice, most forced induction systems are limited to around 5–6psi of boost without some method of cooling the air charge. Boost is the amount of compressed air, measured in pounds per square inch in Standard measure or Bar in metric, above our normal atmospheric pressure added to the air charge. Earth’s atmosphere at sea level is 14.5psi or 1 Bar. So a system running 5 pounds of boost is pushing 19.5psi absolute, 5psi above our normal atmospheric pressure. We tend to find that pressures much above 5–6psi (.34-.4 bar) lose efficiency without a charge air cooler, where the air is expanding from being heated so much that it overwhelms the compression we’re trying to achieve. Adiabiatic efficiency map, showing air charge temperatures by color as they pass through a twin screw supercharger Few factory systems rely on anything but a traditional air-to-air intercooler (as described above, like a radiator), because the alternatives are either consumable or complex (which you can simply read as “expensive”). Aftermarket setups sometimes use water or methanol injection, which are exactly what they sound like, injecting those substances into the air charge, usually in the intake manifold, to cool the air charge through evaporation. The problem, of course, is that you run out of water or methanol and have to refill those tanks, and most people can barely be bothered to put gas in their cars and have their oil changed. You’ll also occasionally see air-to-water intercoolers, which run the compressed air charge over a heat exchanger filled with coolant to cool the air charge. These setups are more complex, and thus more expensive, because the coolant must be cooled down again after it’s heated, necessitating a pumping system to move the coolant around, check valves to ensure hot coolant isn’t recirculated before it cools down, and a second heat exchanger to dissipate the heat transferred from the air charge to the coolant. Thus ends your basic education on forced induction. Hopefully you understand the nature of forced induction and intercooling sufficiently to understand why charge air coolers are commonly used, but not required.
How hard is it to install a turbo or supercharger?
It depends on what kind of turbo or a supercharger we are talking about. But generally, it's not something I would recommend someone to do by themselves at their own garage with a 100piece tool kit from Walmart. You usually have to go get different supplies and just Nick nacks that you need as you install a turbo or a supercharger, unless you already have every single item that you will need, but you never ever know what will pop up. You need someone that has all the tools, and all the knowledge and experience. Sometimes, the “Instruction Paper” isn't very instructional to some people, so just find someone that knows what they are doing, so you can get it done right. It usually takes 2 to 3 days, to properly and logically install all the parts, because you sometimes have to remove the bumper to add an intercooler, you have to route all the wires (for the intercooler water pump and etc), and you also have to tune the engine to make it run right. This all can take longer than 3 days, but I use to work on small 4 cylinders in roomy engine bays, so it's easier and quicker to add a turbo or a supercharger. Adding a supercharger to a V8 isnt too hard, but installing turbos could become a little tricky. But, many people do it themselves at their own garage, so it could be hard, but it also can be doable. Just take your time and do it right. People often use the word “Bolt on kit”, but it really isn't that simple and easy 90% of the times. Hope this helps!
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