Just thought I’d post these up for anyone who’s not seen it. this is the afore mentioned Lanzante, Adrian Newey Exige.
[quote=jfk]lmao @Boothy … C/C to sit in traffic !!!
Gotta be the quote of the week …
My stomach hurts !!! [/quote]
Here’s the even funnier thing…yes I did!
[quote=OrangeD]Just thought I’d post these up for anyone who’s not seen it. this is the afore mentioned Lanzante, Adrian Newey Exige.
[/quote]
NOW THATS WHAT YOU CALL AN INTERCOOLER AND AIRSCOPE 
[quote=Whiteysback][quote=jfk]lmao @Boothy … C/C to sit in traffic !!!
Gotta be the quote of the week …
My stomach hurts !!! [/quote]
Here’s the even funnier thing…yes I did! [/quote]
Wow, as I said, everyone is different. Getting ultimate power after sitting in traffic has never been my goal.
So is the carbon spoiler for the guy in the vectra at the side to rest his dinner on while sat on the M6?
Buggered if I know what to do.
Speaking to a chap yesterday at Goodwood on this subject. He works for a major car manufacturer in their intercooler/manifold design department. There is no doubt this bloke knows what he’s talking about, and gets paid to know. We were looking at a C/C on a VX220 which didn’t work. The reason it didn’t extract any heat from the charge was due to the way the inlet manifold was designed. All things considered, it may as well not have been there. I got onto the Exige, and thought I’d show my wisdom in ‘fisics’ quoting the A2A is a more efficient way of extracting heat given air flow, and he came back with loads of science that was over my head as to why water would extract the heat more efficiently, and in turn lower charge temps better (as long as the inlet design was satisfactory)
Now where does that leave me? A2A would be so much easier to fit.
I think I should talk to Liam at MMG about this new A2A I/C and perhaps see if the RSL 3 way shroud with side scoops will fit it. The cost difference between the 2 systems is not really that different when you start going down that route.
Dudes A/W is the only way to go with a road goin Exige, oh and it works just as well on track in the souther Ca. desert…
Proper core and proper heat-exchanger surface area…sure it adds a little weight but it’s muscle mass not fat…
[quote=frank]Dudes A/W is the only way to go with a road goin Exige, oh and it works just as well on track in the souther Ca. desert…
Proper core and proper heat-exchanger surface area…sure it adds a little weight but it’s muscle mass not fat… [/quote]
how does an A/W differ from a C/C ?
Love the fat/muscle analogy frank.
Here’s a few good facts about C/C setups:
Water is four times more efficient at dissipating heat than air, (known as ‘Specific Heat Capacity’).
C/C water temps are only marginally affected by outside ambient air temperatures, and even then, its at a very slow rate. On an A2A system, if the ambient air temp rises, so does the charge temps, immediately.
C/C provides instant cool charge straight off the line, whereas an A2A unit will only start cooling once you have enough air speed going through the core.
I can’t be arsed to type anymore…but you get the jist. For more facts have a look at AVT | PWR Chargecooler Systems | Water to Air Intercooler
[quote=moomin][quote=frank]Dudes A/W is the only way to go with a road goin Exige, oh and it works just as well on track in the souther Ca. desert…
Proper core and proper heat-exchanger surface area…sure it adds a little weight but it’s muscle mass not fat… [/quote]
how does an A/W differ from a C/C ? [/quote]
It’s the same thing…sometimes called A2W or C/C.
[quote=Whiteysback]Love the fat/muscle analogy frank.
Here’s a few good facts about C/C setups:
Water is four times more efficient at dissipating heat than air, (known as ‘Specific Heat Capacity’).
C/C water temps are only marginally affected by outside ambient air temperatures, and even then, its at a very slow rate. On an A2A system, if the ambient air temp rises, so does the charge temps, immediately.
C/C provides instant cool charge straight off the line, whereas an A2A unit will only start cooling once you have enough air speed going through the core.
I can’t be arsed to type anymore…but you get the jist. For more facts have a look at AVT | PWR Chargecooler Systems | Water to Air Intercooler
[/quote]
If its good enough for this guy I’ll take my chances 
A top race car driver indeed. Bet I’d have him away from the lights tho…especially once his massive inter’warmer had heat soaked!
I’d call him more of a top race designer and engineer, indeed he is quoted as being considered one of the best engineers in Formula One.
Still I bet your quicker out of maccy’d than he is
Dudes, my SLK 350 has an A/A intercooler and pulls away from a set of lights quicker than my supercharged Exige. Therefore an A/A intercooler is superior.
Air to Air is better if you can fit a big enough one and get enough air flow through it. Its just that in the case of a Lotus you simply can’t unless you go to the lengths that Lanzantees did with Adrians car. Although in my opinion I still reckon a charge cooler would be beter, but then hey, what do I know compared to Adrian or Lanzantee.
Air to water or a charge cooler is easier to package and if done right are very very good.
This is a GT3 engine bay what C/C set up is this?
[quote=OrangeD]This is a GT3 engine bay what C/C set up is this?
[/quote]
Rubbish
Those canister style cores are cheap and not very efficient in comparison with the Proalloy and (I’m sure) the MMG design.
�Any fool can make things bigger, more complex, and more violent. It takes a touch of genius-and a lot of courage-to move in the …opposite direction.� Albert Einstein
lol
So far the A2W coolers offered for the Lotus are still not as effecient as those offered by Bell or Spearco…
Cooler cores are one thing but the heatexchanger is the real key to power output, if you don’t have the coolin surface area to transfer heat you will heatsoak to a point…
I run 4 heatexchangers… 30+ psi. 15*f above ambient…
Yeah Einstine was a real thinker to bad he didn’t know squat about forced induction in a mid-engined car…
[quote=frank]So far the A2W coolers offered for the Lotus are still not as effecient as those offered by Bell or Spearco…
Cooler cores are one thing but the heatexchanger is the real key to power output, if you don’t have the coolin surface area to transfer heat you will heatsoak to a point…
I run 4 heatexchangers… 30+ psi. 15*f above ambient…
Yeah Einstine was a real thinker to bad he didn’t know squat about forced induction in a mid-engined car… [/quote]
it’s all relative frank 
Chuffing hell four heatexhangers 30+psi , have you still got that bonkers car ?
Oh yeah, it is now a 2ltr. stroker 2ZZ soon to be on the dyno with a new billet turbo and supercharger. http://www.monkeytuner.com/forum/download/file.php?id=5740&mode=view