I've been looking around and have seen two different pump configurations that people used. One has the pump blowing straight into the middle port on the dual-pass end plate sucking in from the H/E outlet. The other has the pump blowing into the H/E sucking in from the top and bottom port on dual pass end plate. I know the difference between these two methods should be minimal but I wondered if anyone has ever done a direct comparison.

One consideration is the pump adds a bit of heat to the water by doing work on it. If you place the pump before the H/E this heat can be dissipated. Conversely, with the pump blowing directly into the laminova cores one would think that would make the flow through the cores more turbulent thus increasing the efficiency of the heat transfer in the laminova cores.

I used to have the pump blowing straight into the laminova cores and it seemed to work better than now that I have the pump blowing into the H/E but it was also before June when I had this running last and the ambient temps weren't as hot so I don't know if that is what made the difference.

 

So I take it the general consensus is that the difference in pump location is insignificant?

 

If I remember correctly I have mine after the HE so the cooler water flows through it so it doesn't soak up as much heat.

 

In factory form

The pump sends water directly into the laminovas first, where it then exits and goes directly to the HE.

/Repeat

 

Oh well **** I the stuff I looked at online I thought the pump outlet went straight into the heat exchanger.

I know this isn't an image of stock routing exactly but just an example of how most of the diagrams I found had it configured.






I also realize that dual pass wasn't stock I just wonder why they would change the pump around for dual pass if that is the case.

 

Has anybody put a temp sensor in the Intercooler water? I'm thinking it never gets that hot.

 

i can think of a couple cars over the years where people have shown temp sensors in the intercooler system, but cant remember any data. the coolant has to be cooler than the air at the iat2 sensor, so if you see charge temps at 120*f the coolant in the system is cooler than that.

i know on my car when it was on the dyno with multiple back to back pulls i stuck my finger into the surge tank and it was a little more than luke warm. the last pull before checking it the ait2 was at 135*f at the end of the pull.