TCI Engineering's '72 C10 R&D Project

[Dr G]

Skrape never datalogged IAT's on track. His engine compartment lacked the room to properly build a CAI. He also lacked the grill space for a properly sized FMIC. I wouldn't doubt his IAT's were approaching 200 on a 100 degree day simply because the turbo inlet was pulling 150 degree temps out of the engine compartment.

There would be little difference in IAT's between a centrifugal blower and a turbo if the compressor wheels were the same and both were pulling ambient air into the inlet.
-J

Put the radiator in front of the tailgate and just have a big intercooler where the radiator used to be. 8^)



G

[Sales-TCI-Eng]

Put the radiator in front of the tailgate and just have a big intercooler where the radiator used to be. 8^)

G

The C10 has plenty grill space to fit even the biggest A2A. I bet one of Gale Banks' diesel FMIC would fit. Plus, this truck will be a work truck first so having a usable bed is a must.

-J

[Josh@Ridetech]

Let us know if you need anything!

[Dr G]

The C10 has plenty grill space to fit even the biggest A2A. I bet one of Gale Banks' diesel FMIC would fit. Plus, this truck will be a work truck first so having a usable bed is a must.

-J

I give myself the same criteria - usable bed. I "think" one could put a radiator in front of a (vented) tailgate and still have the bed be usable in some way. Though obviously the tailgate could no longer go down.

One thing I am against is stacking an air-to-air intercooler in front of (or behind) a radiator. God forbid there is also an oil cooler and/or AC condenser in the stack. The unit at the tail end of the stack gets blasted with hot air, and the reduced air flow due to all the restriction just hampers efficiency too much for my taste. My goal is to mount all air-cooled heat exchangers in unique locations with their own dedicated flow of air.

[Sales-TCI-Eng]

I give myself the same criteria - usable bed. I "think" one could put a radiator in front of a (vented) tailgate and still have the bed be usable in some way. Though obviously the tailgate could no longer go down.

One thing I am against is stacking an air-to-air intercooler in front of (or behind) a radiator. God forbid there is also an oil cooler and/or AC condenser in the stack. The unit at the tail end of the stack gets blasted with hot air, and the reduced air flow due to all the restriction just hampers efficiency too much for my taste. My goal is to mount all air-cooled heat exchangers in unique locations with their own dedicated flow of air.

I've owned quite a few heavily modified turbo cars over the years. The only issue I've ever encountered with a large FMIC is higher A/C pressures. I even had a front mounted A2A that was converted to A2W so there was literally no air going thru it. The core blocked half the radiator and it never had any cooling issues.

The '72 C10 grill has an upper and lower grill opening each with 162 sq/in. The core support opening is 420 sq/in. I will build ducting forcing air from the grill to the core support opening based on whatever I/C design I go with.

I will attack this one of two ways. I am generalizing core sizes in order to explain the difference.
#1 Use a 6" thick I/C core that is roughly half the height of the core support opening(7.5"). That way half of the radiator is getting clean air from the grill, the other half has 6" of I/C core obstruction.

#2 Use a 3" thick I/C core that is the full height of the core support opening (15"). The radiator isn't getting clean air at all but there is only 3" of I/C core obstruction.

I will likely end up with something in between these two. There are other cooling considerations as well, tranny, power steering, brakes and of course A/C. There will be some trial and error with it all. After the issues we've had with #projectReddawn I also have concerns about too much air entering. We installed Track Spec motorsports vents in the hood to alleviate high speed lift.

-J