SlapShot

RIP Kit topic, posted Dec. 12, 2006, by ipd-Lucky:

My findings were using standard linear thermocouples on the intercooler inlet and at the Tbody inlet.
My findings over the average were 12 degrees Centigrade cooler at the Tbody inlet with RIP kit.
The average change at the intercooler inlet was 4-7 degrees centigrade higher with RIP kit.
All testing was done with factory intercooler piping. A max temp drop was found of 16 degrees Centigrade.
Testing was done during the fall on a 50-55F day with low humidity, 20% if I remember correctly.

A) This means that the air into the intercooler was warmer with RIP kit than without.
It also means that the air into the Tbody was cooler with the RIP kit than without.

This is somewhat expected as the oulet turbo temps have less time to disperse and since heat rises it seems reasonable that the top of the intercooler will be warmer by and large than the bottom. In the non-RIP design some of the heated turbo outlet temps can radiate up and through the intercooler further reducing inlet temps although not by a very large margin and certainly far less than with the RIP kit.

The RIP kit design IPD utilized was 14.6 inches shorter than non-RIP designs. The throttle response was increased with the RIP kit in that intial O2 readings were lower than expected for TPS and LOD values and this was represented in the STFT and corresponding LTFT that the ECU had to change over the duration of the test. Power loss attributed to RIP kit installation is not an illusion dyno charts and road dyno feelings are consistent. However this power loss is typically due to two issues.

1) Ecu adaption to the STFT and LTFT takes generally two good global trips to become what I call static adaption. That is, adaption that becomes the base for further adaption.
2) RIP kits' without ECU upgrades tend to run lean and further reduce power. ECU upgrades tend to increase fuel and timing as well off the line where load is not as great as when the vehicle is in third gear, up a hill at WOT.

With some new software that was aquired recently I was able to draw the tubing in CAD and use an analysis software to see flow temps at various points in the induction plumbing. Using both T304 stainless and T6 aluminum I found a total radiant difference of 9% at 100CFM and 4% at 500CFM. The enviornmental ambient temp was set at 110 degree F. This also assumed 250 degree F turbo oulet temps. Obviously this data is subjective due to the lack of a true intercooler in the design. To simulate a intercooler I applied a 4psi pressure drop for every 200CFM and a static conversion effeciency of 70% with a 5% loss per 200 CFM. This assumes an ineffeciency curve based on a factory turbo pushed to 17 psi. Again this is not FEA quality but given the time I had availble to invest into the test it gives a general idea of whats going on and is inline with what common sense and a little dead reckoning has already shown up here from board members.

Love some feedback!
-Lucky