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Engine · 993-ENG-INTERCOOLER-END-TANK-ALSI10MG-F0-0001

993 Turbo intercooler end tank, AlSi10Mg concept F0

ConceptNot authorised until engineering review

Independent concept of a round-to-rectangular-face transition with three open internal guide vanes, used to screen an LPBF AlSi10Mg end tank. The published overall dimensions bound the F0 but define neither the core orientation nor a compatible geometry.

Concept CAD rendering for 993-eng-intercooler-end-tank-alsi10mg-f0-0001.
Not a photograph, not a render of a manufactured part, not evidence of fit or function.
Concept CAD orthographic views for 993-eng-intercooler-end-tank-alsi10mg-f0-0001.
Front, side and top views of the same concept CAD. Dimensions describe the model; fit on the car remains unverified.

The design

Vehicle
Porsche 993, 1995–1998
Variants
993 Turbo, 993 GT2, M64 60 research
Porsche part numbers
Not recorded
Category
Charge air intercooler end tank
Geometry basis
Mixed
Preferred process
Laser powder-bed fusion (metal printing)
Other candidate processes
Direct metal laser sintering (metal printing), sheet_metal, casting, CNC machining
Material
EOS Aluminium AlSi10Mg for screening; commercial alloy unknown
Material standard
DIN EN 1706 EN AC-43000, ASTM F3318 and a program-specific end-tank specification to be contracted

Known limits

  • The commercial values describe the complete intercooler and define neither a core face nor an end tank.
  • The 260 x 100 mm interpretation, the 120 mm transition, the 2.2 mm wall and the three guide vanes are synthetic.
  • The 66 mm connection represents an outer position; the central 68 mm connection and the second core are not modeled.
  • The CAD mass of 605.92 g is that of a synthetic end tank and cannot be compared with the 14 kg of the commercial assembly.
  • The flow uses 3.6 l, 5,750 rpm, VE 0.95, 1.8 bar absolute, 330 K and porosity 0.65, with no measurement on the vehicle.
  • The 487 Pa loss is a sudden-expansion screen, not a CFD with core, turbulence or face uniformity.
  • The membrane/panel stresses and thermal bounds replace neither FEA, nor welding/brazing, nor pressure-temperature fatigue.
  • The STEP proves only an open BREP and a connected fluid volume; it is authorized neither for manufacture, nor for fitting, nor for an engine.

Post-processing it would need

  • Orientation and supports keeping the duct fully open for powder removal
  • Heat treatment qualified for machine, parameters, wall and guide vanes
  • Build plate cut-off and support removal without damaging the interfaces
  • Machining of the core face and the connection after adding the measured machining stock
  • Internal finishing of the guide vanes and the transition with controlled roughness
  • Assembly to the core by qualified welding or brazing, then proof test and cleaning

What a supplier would have to provide

  • Traceable powder, machine, parameters, orientation, batch and recycling
  • Capability demonstrated on a 2.2 mm wall and a 1.5 mm guide vane after post-processing
  • Supports/recoater/distortion simulation and transition/flange witnesses
  • CT of the guide vanes and junctions, then metrology of the walls, face, connection and datums
  • Oriented coupons with representative tensile, fatigue, pressure and temperature tests
  • Comparison of LPBF, TIG-welded sheet and casting on flow, mass, cost, repairability and service life

Sources