Hey you have gchat? Maybe pm me your gchat and lets talk. As for lapping days in Oct…uh, not sure. Probably not. I am done for the season. I got my bbk used and one of the rotors have an uneven transfer layer that I lapped with a few times. There’s no saving it. I need new rotor rings. It’s probably why my fluid still boils even at mosport. You going to those days? I can check out tmp maybe. Esp in one of the winter lapping days. Would be fun hahaha. I recall tmp being really boring to drive in though
Don’t use gmail chat but email or text I’ll PM you. May go CTMP Oct 15, likely NSX, maybe C63 (but I have some oil overheating issues at the track, and it definitely needs either more camber or stiffer sways).
TMP - I go anytime except winter because it’s close. Wed or fri evenings are pretty fun and casual open lapping, even if the track is a little tight and slow. Usually more than a few nice P-, F- or Mc- cars there.
I swapped my brakes back to stock for winter already (my winter wheels dont clear bbk).
TMP would definitely not be any good 
Next year though for sure!!! Would be fun to meet up.
I might try to do an event at mosport next year, would be fun to meet up!
I will be there for that 
I’m joining COMSCC next season. Anyone in this club?
I’ve been scoping out their lap times from their races, and they are very competitive. Looks fun
Bernanksbeard rolls off the tongue better than Bernankes…
Yeah Saki, your right, forum life is not for me, I can’t deal with the way people treat each other on the Internet, so I typically stay away from all social media. It’s also why I’m socially awkward on a forum, I over explain everything, and obsess enough to annoy myself. I was so frustrated, I lost sleep over it lol, so I decided to stay away. As of my last post, every one thought I was a joke, making my work worthless to this site, so I took it another direction, out of the spot light. The only cunty thing I meant to write was the “single handedly” part, I was annoyed no one thought it was relevant and totally dismissed me. Otherwise it was a misunderstanding, my only agenda is to further understand this platform, because I like making my own educated decisions on every single mod that happens to the car. I don’t just trust what random people on the Internet say (unless ur boro, thanks for talking me down from HAS), I need to understand everything involved before I mod. Losing money gets old.
Thanks Boro92, this guy has been the single most informative person I’ve ever talked with on the Internet, I was hoping to find a few more like him. I’ve made many decisions based off the info in his blog.
All the replies I got from my emails were vague, like they are afraid to put anything in writing. I can’t blame them, this whole release has been a disaster. 1 reply said they agree about the tank height and are working with the others to resolve. Another said it was all great info, and the engineers would take it from here. The last never replied in email, so I called in. The guy immediately recognized my email, and told me I was absolutely right. He said, the engineer told him it was the most concise, thorough, and well thought out analysis he had ever received from a potential customer. I imagine they wanna bury this, so I don’t wanna post this guys info and get him in trouble, as he was the most helpful person I dealt with. If Richi would like to contact him, PM me, and I’ll point you in his direction. Otherwise it will eventually be undeniable.
I’m not an engineer, or a financial expert. I’m just an HVAC tech, water loops, heat exchanging, and alternating current is my profession. I typically do not comment on things I don’t know, unless asking a question.
As for my intercooling idea, I noticed the 1740 SC for the 4.2 V8 cars, has 1 large single pass intercooler for each bank (opposed to the oem dual pass). So it seems Jspazz assessment about the air temp mixing under the IC is correct, at least as far as APR is concerned. If so that large single pass IC would be a much less complicated, already existing version of my design, that is now not my design. Also I was impressed to learn how well the OEM IC performs to begin with. Maybe there could be benefit for those in super hot climates, or when running the larger crank pulley that I just found out about. Even though I never had intentions on building a new intercooler, I learned a lot through this thread, which was the only reason I started it.
I was reading threads about the AMS install as I’m preparing to install my kit. Led me to my crude design, then stumbled across the stage 3 car. I had put so much thought into this system lately that it immediately jumped out at me.
C’mon, it’s pretty cool how this all came together, if I’m proven correct. I get the feeling a few members here know for fact whether I’m right or wrong, I can imagine APR/mag would prefer to keep it quiet.
Don’t worry as much if your ideas are correct - you always have to work to solve the problem.
And just because APR did it, doesn’t mean it’s right. I did a quick calc of the difference between their single pass and the OEM double pass heat exchanger. It seems they made the wrong decision - not because the heat transfer between front and rear cylinders were an issue - but because the single pass heat exchanger they used in the 1740 is just plain worse when you calculate it out.
You wouldn’t have known by looking at it - only by running the numbers. Obviously nobody at APR or Magnuson remembers their heat transfer calculations (if they have anyone there who can even do it).
http://www.wlv.com/wp-content/uploads/2014/06/databook/ch4_3.pdf
For a cross flow exchanger, the LMTD correction factor in our spreadsheet is very close to 1 for the OEM double pass exchanger. For the APR exchanger? Somewhere around 0.92. That means pretty much, given similar liquid flow and area, they are giving up 8% of the heat transfer.
That’s the difference between IAT of 64˚C at full load with the OEM 2 pass exchanger - or a hotter 70˚C IAT with their single pass design.
Lol isn’t 70 degrees the temp that Richi was having a problem with? Oops APR/Magnuson.
Aftermarket does not always improve.
If I could start over, I would rename this thread “upgrading IC design challenge”. I woulda posted my design as a starting point, and asked would this work? Is there any other ideas that would perform better and still fit in the OEM casting?
Along the way I stumbled across the stage 3 car, and completely lost interest in this thread. When I posted in the “stage 2 vs stage 3” thread, I was only talking about how the location of the expansion tank is causing air to be trapped in the intercoolers. At no point was I trying to bring up my “IC design” in that other thread. Some responses seem to suggest that I was combining the 2 topics. Sorry for any confusion.
So this thread was meant to be a discussion about possible ways to improve intercooling with in the OEM casting just for the fun of it.
But now I’m much more interested in understanding why stage 3 has had trouble with IAT. I noticed in the other thread that RSW is claiming their shop stage 3 car is now performing properly, and if true, I’m sure it’s not a coincidence. I stand by my assessment that the expansion tank location is the main problem. I’ve already proven it to myself, and took my results directly to people involved with the project. My findings have made it to the engineers, which was my main concern. I’d rather not stay in the spotlight, or drag this out any further.
Btw thanks, Jspazz for the link. I saved it in iBooks, and plan on learning more on the subject.