Car Modding, Motorsport, Formula 1

Because FMIC systems require open bumper design for optimal performance, the entire system is vulnerable to debris. Some engineers choose other mount locations due to this reliability concern. FMICs can be located in front of or behind the radiator, depending on the heat dissipation needs of the engine.

As well as allowing a greater volume of air to be admitted to an engine, intercoolers have a key role in controlling the internal temperatures in a turbocharged engine. When fitted with a turbo (as with any form of supercharging), the engine’s specific power is increased, leading to higher combustion and exhaust temperatures. The exhaust gases passing through the turbine section of the turbocharger are usually around 450 °C (840 °F), but can be as high as 1000 °C (1830 °F) under extreme conditions. This heat passes through the turbocharger unit and contributes to the heating of the air being compressed in the compressor section of the turbo. If left uncooled this hot air enters the engine, further increasing internal temperatures. This leads to a build up of heat that will eventually stabilise, but this may be at temperatures in excess of the engine’s design limits- ‘hot spots’ at the piston crown or exhaust valve can cause warping or cracking of these components. This effect is especially found in modified or tuned engines running at very high specific power outputs. An efficient intercooler removes heat from the air in the induction system, preventing the cyclic heat build-up via the turbocharger, allowing higher power outputs to be achieved without damage.

Compression by the turbocharger causes the intake air to heat up, rather than the air being heated by contact with the hot turbocharger itself, the vast majority is through the act of compression (ideal gas law) plus added heat due to compressor inefficiencies (adiabatic efficiency). The extra power obtained from forced induction is due to the extra air available to burn more fuel in each cylinder. This sometimes requires a lower compression ratio be used, to allow a wider mapping of ignition timing advance before detonation occurs (for a given fuel’s octane rating). Although a lower compression ratio generally lowers combustion efficiency and costs power.

When fitting new piston rings, the end gap is a crucial measurement. In order that a ring may be fitted into the “grooves” of the piston, it is not continuous but is broken at one point on its circumference. The ring gap may be checked by putting the ring into the bore/liner (squared to bore) and measuring with a feeler gauge. End gap should be within recommended limits for size of bore and intended “load” of engine. Metals expand with a rise in temperature, so too small a gap may result in overlapping or bending when used under hot running conditions (racing, heavy loads, towing), and even at normal temperatures, a small ring gap may lead to ring gap closure, ring breakage, bore damage and possible seizure of the piston. Too large a gap may give unacceptable compression and levels of blow-by gasses or oil consumption. When being measured in a used bore it may indicate excessive bore wear or ring wear.(Radial wear on ring face reduces thickness of used/worn ring (face wear in bore) essentially decreasing face circumference of ring and thereby increasing size of ring end gap.)