Didn’t appear to work on a standard car but I’m sure it made a difference around Spa on my car V std.
We’ll find out at Donny in Oct 
Any chance you could use some temp probes before and after the intercooler as well as the ECU IATs when testing ?
All we have without spending a load of money on stuff is some thermocouple wires. These would happliy fit underneath the silicone couplers and poke into the airflow.
We take no reponsibility for the ends coming off and being eaten by the engine though!
I always understood that good air management relies on smooth surfaces to control flows without disturbance & drag etc.
The welding on the forgery item looks capable of creating a great deal of turbulance before it even gets to the cooling fins. I’m no expert, but this aspect seems pretty basic to me.
Also, what about this unanswered question regarding the F1 willy waving? Does MMG et all do any R&D or do they simply supply a product made to someone elses specification? If it is the latter then your association with F1 is totally irrelevent.
hello
there are too many variables and grey zone till now !
F1 core may be better indeed but for F1 aereo conditions but maybe not for Lotus ?
the temperature is also (as mentionned by MMG) related to boost drop ! if an intercooler is more restritive , then the air will remain more time and heat exchange will be longer so exit temperature might be lower BUT boost drop might be important ! therefore the BHP could be affected also and down !
so it will be interesting to measure for each core the boost
at exit and if possible to do it on a dyno (same conditions for each core) and so get the wheel HP for each intercooler !
with side scoop and also without (as the air flow could give a better advantage to the bigger intercooler cores)
this could also be made on standard car and also on a higher boost car !! then see if a bigger core will become more efficient if boost is higher !
[quote=frank]So are you saying the hotter the charge the cooler the discharge will be with a modified engine and your intercooler ?
Dude you gotta do a better sales pitch than that… [/quote]
FRANK
Its nothing to do with a sales pitch, its just a case of trying to explain how a product works.
Yes extra heat is produced with a modified car but also more pressure is.
The pressure is the key factor that enables the uprated cores to work.
Eureka !
Finally someone who has thought of the fundamental issue of what goes in must come back out .
That’s my boy Jonny 
…
JDS… I used to have a couple of anemometers, one linked to my speed to fly computer… Sold them now cos in comps there is only one speed to fly at between thermals …FLAT OUT!
I think its a good idea of yours to measure flow but for me removing the rear panel ’ looks ’ right
The problem is down to the shit airflow into an IC in the back of the exige.
Plus I think testing on a rolling road wont be real world accurate as you simply cant recreate a 120mph wind acting all over and under and down the sides of the car.
In our test on the slow down part of the last lap and the drive through the paddock saw all of the cores drop back down to sensible temps.
Only because you were not making any boost… If you want to see what is best you need a conrtolled enviroment… Dyno with the same cooling fans with the same placement to the intercooler inlet …
Or come out here and test on a nice desert road that runs for miles up hill just like the big boys do [OEM]… 
Tried the exit scoop idea on a runway, when SC cars first came out. Spent most of a day making an ally ‘chimney’ that sealed onto the IC core, and followed the line of the boot lid and sealed to it.
Was a little miffed when it made no measurable difference to air speed and inlet temps! This was however with a standard roof and cooler.
[quote=SeanB]The problem is down to the shit airflow into an IC in the back of the exige.
Plus I think testing on a rolling road wont be real world accurate as you simply cant recreate a 120mph wind acting all over and under and down the sides of the car.
In our test on the slow down part of the last lap and the drive through the paddock saw all of the cores drop back down to sensible temps. [/quote]
TDI claim 130mph in their RR! The fans do look like the back end of an Olympus engine.
Can believe that. Its a shame it all goes out the roof, just above the engine bay on a lotus tho! Not the desired effect.
Eureka !
Finally someone who has thought of the fundamental issue of what goes in must come back out .
That’s my boy Jonny
[/quote]
This is exactly the point and is why imho the denser cores did not work. The forge (given slight variables) performed in a very similar way to standard it was within a couple of degrees and very stable.
Given that an intercooler is basically a heat exchanger or heat transfer unit and that I have a little understanding of heat exchangers I’ll try and use what I know to explain where I think the problem is.
Basic physics says that to heat up or cool down a very dense piece of metal (or intercooler) will take more energy than a lightweight one. The dense one will also retain the energy for much longer.
In a front mounted position (in high pressure airflow) cooling down a dense core (like the marsden) and keeping it cool would be simple. The fact it is a dense efficint core means it will be highly efficient at removing heat from the intake air and due to its mass would take much longer to heat soke when the vehicle is stationary.
Obviously the opposite would be true of the Forge.
However we are not talking about a front mounted cooler in high pressure airflow… IMHO the key here is pressure, too many people mistake flow for pressure.
Everybody is looking at how to get more air into the intercooler but half of the problem is getting it back out, the standard boot lid creates tubulant air directly behind the IC and this is just not going to help.
However whenever you are having to duct air to something through bends and venturis opening into larger areas (think letterbox on roof scoop) you are going to loose pressure.
IMHO for an A2A cooler to work really well you are going to need plenty of air passing over the core at high pressure and I am honestly not sure this is possible in the exige.
Using that theory thats why (again imho) the OEM and lower mass tube and fin coolers performed better in the test, they just do not need the same amount of energy to keep them cool, they are no doubt not as efficient at cooling the intake air when the core is at a given temp and they will obviously heatsoke faster when stationary.
However by the same token they will cool down quicker again and will not require the energy to do so.
So IMHO until you can actually duct the air through the ic (not to it) the lower mass cores are always going to work better.
I really don’t buy into these theorys of increasing the intake pressure and heat to make it work better in the exige. I understand the theory and I am sure that when the core is being kept cool its slightly more efficient at higher pressure but in the exige its clearly not working, heating up the inlet is only going to have one result and that is heating up the outlet. (Happy to be proven wrong)
No doubt thats all as clear as mud
didn’t someone in the USA do some testing with suction fans on the back of the IC?
I think they did but that is a bit of a half baked solution to me, I just cant see how you could get fans powerful enough.
You would need something with the power of one of those uber hand dryers, not the airblades the ones that look like normal ones but make your skin go like clarksons face in an atom
Plus you would probably need two of them.
Well the lids up to borrow BUT I’d need a lid in return, for td’s. And I’m about to Dremmel it in winter to give it a window so I’ll need to know soon or you can buy one from Reverie the king of scary price increase’s.
I’m sorry, please say that again so I am 100% sure I understand exactly what you said?
A window? 
I’m sorry, please say that again so I am 100% sure I understand exactly what you said?
A window? [/quote]
He said Dremmel …
Interesting to read about the Windtunnel / CFD / Testing …
There was a program about the Boeing 777 development and how proud they all were that everything was designed on computer and CFD …
There were going on about the engine cowling and how it didnt need real testing, one guy was saying they must also actually test the stuff first … in the real sky …
Anyhow common sense won ( yes even in USA ) and they tested it for real and it deformed and had to be redesigned.
We just spend 6 months designed and testing a product in the lab, worked perfect for 1 million cycles.
The first customer broke it in 400 cycles …
Nothing like the real world …
I’m sorry, please say that again so I am 100% sure I understand exactly what you said?
A window? [/quote]
Will it have carbon curtains ???