Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to internal combustion engines and more, particularly to a charge air cooler (CAC) duct for the engine.
BACKGROUND
[002] In order to increase output power of an engine, forced air induction devices such as a turbocharger and a supercharger are installed to the engine for compressing ambient air entering the engine. Because compression of the air may cause an increase in air temperature, a charge air cooler (intercooler) may be utilized to cool the heated air thereby increasing its density and further increasing the potential power of the engine. A charge air cooler (CAC) duct is used to allow the hot ambient air (charge air) flow from the turbocharger/ supercharger to an intercooler/ charge air cooler. The CAC ducts are required to withstand high boost air temperature and pressure for intercooler system requirements. Typically, CAC ducts (as shown in fig. 1A) are made of metallic material and are bulky thereby increasing overall weight of the engine. In some vehicles, the metallic CAC duct uses high grade rubber end connectors (as shown in fig. 1B) to withstand high temperature and pressure. This CAC duct requires lengthy rubber end connectors along with supporting bracket to withstand engine crank and vibrations. Further, the rubber end connectors have 5 to 6 mm wall thickness to control turbo whistling noise. The usage of high-grade rubber end connectors on the CAC duct increases the overall weight of the engine and incurs high manufacturing costs due to many manufacturing processes such as extrusion molding of rubber hose and metal pipe bending. Further, CAC duct with rubber hose tend to sag more which in turn creates stress build-up resulting in durability failures such as crack, puncture and the like. Furthermore, the clamp gets removed from the CAC duct once the CAC duct is disengaged from the turbocharger and/or the intercooler thereby increasing the possibility of missing of the clamps.
[003] Therefore, there exists a need for a charge air cooler duct for the engine, which obviates the aforementioned drawbacks.
OBJECTS
[004] The principal object of embodiments herein is to provide a charge air cooler (CAC) duct for the engine.
[005] Another object of embodiments herein is to provide the CAC duct for the engine which is lightweight, durable and inexpensive.
[006] Another object of embodiments herein is to provide the CAC duct which is recyclable.
[007] Another object of embodiments herein is to provide the CAC duct for the engine, which has less deflection, less stress and low sagging.
[008] Another object of embodiments herein is to provide the CAC duct which has better noise, vibration and harshness (NVH) characteristics.
[009] Another object of embodiments herein is to optimize angles of various angular sections of the CAC duct which restricts cracking of the CAC duct.
[0010] Another object of embodiments herein is to CAC duct which is easy to assemble and dis-assemble.
[0011] Another object of embodiments herein is to provide the CAC duct which eliminates the usage of rubber end connectors for connecting the CAC duct between a turbocharger and an intercooler of the engine.
[0012] Another object of embodiments herein is to provide the CAC duct which eliminates the usage of mounting brackets for mounting the CAC duct on the engine.
[0013] Another object of embodiments herein is to provide the CAC duct with integrated clamp retention members which facilitate preassembly of clamp onto the CAC duct thereby reducing assembly time of CAC duct on the engine.
[0014] Another object of embodiments herein is to provide the CAC duct with integrated clamp retention members, which retain the clamp on the CAC duct during/ after service/ assembly process.
[0015] Another object of embodiments herein is to provide the CAC duct with integrated clamp retention members which restrict a rotational movement of the clamp with respect to the CAC duct once the clamp is assembled onto the CAC duct.
[0016] Another object of embodiments herein is to provide the CAC duct which is stiffer and easier to insulate and can be sealed more easily than rectangular ducts.
[0017] Another object of embodiments herein is to provide the CAC duct which has optimal cross-sectional area and less duct wall is exposed to moving air thereby achieving lesser pressure drop per unit area resulting in maximum air-carrying capacity with minimum pressure loss.
[0018] Another object of embodiments herein is to provide the CAC duct which facilitates reduction in boost air temperature radiation to the interface parts that are in vicinity of the CAC duct.
[0019] These and other objects of embodiments herein will be better appreciated and understood when considered in conjunction with following description and accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.

BRIEF DESCRIPTION OF DRAWINGS
[0020] The embodiments are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0021] Fig. 1A depicts a perspective view of a conventional charge air cooler (CAC) duct made of metal;
[0022] Fig. 1B depicts a perspective view of another conventional CAC duct with end rubber connectors;
[0023] Fig. 2 depicts a perspective view of a charge air cooler (CAC) duct for an engine, according to embodiments as disclosed herein;
[0024] Fig. 3 depicts a first locating portion and a plurality of first clamp retention members integrated on an inlet section of the CAC duct, according to embodiments as disclosed herein;
[0025] Fig. 4 depicts a second locating portion and a plurality of second clamp retention members integrated on an outlet section of the CAC duct, according to embodiments as disclosed herein;
[0026] Fig. 5A depicts a first bellow section integrated on a non-linear body section of the CAC duct, according to embodiments as disclosed herein;
[0027] Fig. 5B depicts the second locating portion, the plurality of second clamp retention members and a plurality of second stress relief portions integrated on the outlet section of the CAC duct, according to embodiments as disclosed herein;
[0028] Fig. 6A depicts a first clamp seating portion and a plurality of first stress relief portions integrated on the inlet section of the CAC duct, according to embodiments as disclosed herein;
[0029] Fig. 6B depicts a second clamp seating portion integrated on the outlet section of the CAC duct, according to embodiments as disclosed herein;
[0030] Fig. 7 depicts a perspective view of the CAC duct assembled to a turbocharger and an intercooler of the engine, according to embodiments as disclosed herein;
[0031] Fig. 8 depicts a graph plot between intake air noise of the CAC duct and speed of the engine of conventional CAC duct and proposed CAC duct, according to embodiments as disclosed herein;
[0032] Fig. 9 depicts a contour plot indicating stress distribution over the CAC duct, according to embodiments as disclosed herein; and
[0033] Fig. 10 depicts a contour plot indicating strain distribution over the CAC duct, according to embodiments as disclosed herein.
DETAILED DESCRIPTION
[0034] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0035] The embodiments herein achieve a charge air cooler duct for the engine. Referring now to the drawings Figs. 2 through 10, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0036] Fig. 2 depicts a perspective view a charge air cooler (CAC) duct (100) for an engine, according to embodiments as disclosed herein. In an embodiment, the charge air cooler (CAC) duct (100) includes an inlet section (102), an outlet section (104), a non-linear body section (106A, 106B, 106C, 106D, 106E), a plurality of first clamp retention members (108), a plurality of second clamp retention members (110), at least one first locating portion (112), at least one second locating portion (114), a first bellow section (116), a second bellow section (118), a plurality of first stress relief portions (120) and a plurality of second stress relief portions (122). For the purpose of this description and ease of understanding, the CAC duct (100) is explained herein with below reference to be provided as intercooler inlet duct (as shown in fig. 7) in which one end of the CAC duct (100) is connected to a turbocharger (30) and another end of the CAC duct (100) is connected to an intercooler (40) of an engine. However, it is also within the scope of the invention to use/practice the CAC duct (100) as the intercooler outlet duct in which one end of the CAC duct is connected to the intercooler and another end of the CAC duct is connected to an air intake manifold of the engine without otherwise deterring the intended function of the CAC duct (100) as can be deduced from the description and corresponding drawings.
[0037] The inlet section (102) of the CAC duct (100) is in fluid communication with a turbocharger outlet section (30P) of the turbocharger (30). The inlet section (102) has a circular cross-section. The outlet section (104) of the CAC duct (100) is in fluid communication with an intercooler inlet section (40P) of the intercooler (40). The outlet section (104) has a circular cross-section.
[0038] The non-linear body section (106A, 106B, 106C, 106D, 106E) extends between the inlet section (102) and the outlet section (104). The non-linear body section (106A, 106B, 106C, 106D, 106E) has a circular cross-section. In an embodiment, the non-linear body section (106A, 106B, 106C, 106D, 106E) includes a first body section (106A), a second body section (106B), a third body section (106C), a fourth body section (106D) and a fifth body section (106E). The first body section (106A) extends from the inlet section (102) at a first predefined angle (A) in which an angle between an axis ((106AX), as shown in fig. 2)) of the first body section (106A) and an axis ((102X), as shown in fig. 2)) of the inlet section (102) is at least 126.164 degree. In another embodiment, the first predefined angle (A) is in range of 124 to 129 degree. The first body section (106A) is configured to have varied cross-sectional area in which a diameter of the first body section (106A) which adjoins the inlet section (102) is larger than a diameter of the first body section (106A) that is adjoining the second body section (106B). The second body section (106B) extends from the first body section (106B) at a second predefined angle (B) in which an angle between an axis ((106BX), as shown in fig. 2)) of the second body section (106B) and the axis (106AX) of the first body section (106A) is at least 126.154 degree. In another embodiment, the second predefined angle (B) is in range of 124 to 129 degree. The third body section (106C) extends from the second body section (106C) at a third predefined angle (C) in which an angle between an axis ((106CX), as shown in fig. 2)) of the third body section (106C) and the axis (106BX) of the second body section (106B) is at least 154.79 degree. In another embodiment, the third predefined angle (C) is in range of 152 to 157 degree. The fourth body section (106D) extends from the third body section (106C) at a fourth predefined angle (D) in which an angle between an axis ((106DX), as shown in fig. 2)) of the fourth body section (106D) and the axis (106CX) of the third body section (106C) is at least 164.684 degree. In another embodiment, the fourth predefined angle (D) is in range of 162 to 167 degree. The fifth body section (106E) extends between the fourth body section (106D) and the outlet section (104). An angle (E) between an axis ((106EX), as shown in fig. 2)) of the fifth body section (106E) and the axis (106DX) of the fourth body section (106D) is at least 74.523 degree. In another embodiment, the angle (E) between the axis (106EX) of the fifth body section (106E) and the axis (106DX) of the fourth body section (106D) is in range of 72 to 77 degree. An angle (F) between the axis (106EX) of the fifth body section (106E) and an axis ((104X), as shown in fig. 2)) of the outlet section (104) is at least 153.188 degree. In another embodiment, the angle (F) between the axis (106EX) of the fifth body section (106E) and the axis (104X) of the outlet section (104) is in range of 151 to 156 degree.
[0039] In an embodiment, the plurality of first clamp retention members ((108), as shown in fig. 3 and fig. 5A) are integrated on the inlet section (102) of the CAC duct (100). The first clamp retention members (108) are adapted to retain a first clamp (10) on the inlet section (102) of the CAC duct (100). In an embodiment, plurality of second clamp retention members ((110), as shown in fig. 4, fig. 5B and fig. 6B) are integrated on the outlet section (104) of the CAC duct (100). The second clamp retention members (110) are adapted to retain a second clamp (20) on the outlet section (104) of the CAC duct (100). The first clamp retention members (108) are located on the inlet section (102) in vicinity of both sides of the first clamp (10). The second clamp retention members (110) are located on the outlet section (104) in vicinity of both sides of the second clamp (20). For the purpose of this description and ease of understanding, each first clamp retention member (108) is considered to be at least a protrusion, and similarly, each second clamp retention member (110) is considered to be at least a protrusion. Further, the inlet section (102) defines a first clamp seating portion ((102G), as shown in fig. 3 & fig. 6A) adapted to receive the first clamp (10) thereby facilitating retention of the first clamp (10) between the first clamp retention members (108). The first clamp seating portion (102G) is at least a circumferential groove which is located in vicinity of the first clamp retention members (108). Furthermore, the outlet section (104) defines a second clamp seating portion ((104G), as shown in fig. 5B and fig. 6B) adapted to receive the second clamp (20) thereby facilitating retention of the second clamp (20) between the second clamp retention members (110). The second clamp seating portion (104G) is at least a circumferential groove which is located in vicinity of the second clamp retention members (110). The first retention members (108) and the second retention members (110) are blow molded on the inlet section (102) and the outlet section (104) respectively.
[0040] In an embodiment, the first locating portion ((112), as shown in fig. 3 & fig. 6A)) is integrated on the inlet section (102) of CAC duct (100). The first locating portion (112) is adapted to facilitate locating of the inlet section (102) with respect to the turbocharger outlet section (30P) of the turbocharger (30). The first locating portion (112) is at least a C shaped slot which receives a first protrusion ((30PS), as shown in fig. 3)) defined on the turbocharger outlet section (30P) of the turbocharger (30) thereby locating and restricting a rotational movement of the inlet section (102) of the CAC duct (100) with respect to the turbocharger outlet section (30P) of the turbocharger (30).
[0041] The second locating portion ((114), as shown in fig. 4, fig. 5B & fig. 6B)) is integrated on the outlet section (104) of the CAC duct (100). The second locating portion (114) is adapted to facilitate locating of the outlet section (104) with respect to the intercooler inlet section (40P) of the intercooler (40). The turbocharger outlet section (30P) substantially defines a semi dog bone shaped groove which receives a second protrusion ((40PS), as shown in fig. 4)) defined on an intercooler inlet section (40P) of the intercooler (40) thereby locating and restricting a rotational movement of the outlet section (104) of the CAC duct (100) with respect to the intercooler inlet section (40P) of the intercooler (40).
[0042] The first bellow section ((116), as shown in fig. 2, fig. 3 & fig. 5A)) is integrated on the non-linear body section (106) of the CAC duct (100) in vicinity of the inlet section (102) of the CAC duct (100). The second bellow section ((118), as shown in fig. 2)) is integrated on the non-linear body section (106) in vicinity of the outlet section (104) of the CAC duct (100). The first and second bellow sections (116) are adapted to reinforce the CAC duct (100) thereby restricting vibrations and to boost air pressure.
[0043] The first stress relief portions ((120), as shown in fig. 3 & fig. 6A)) are defined on the inlet section (102) of the CAC duct (100). Each first stress relief portion (120) is at least an elongated groove adapted to reinforce the inlet section (102) thereby restricting vibrations and to boost air pressure between the turbocharger (30) and the CAC duct (100). Each second stress relief portion ((122), as shown in fig. 5B & fig. 6B)) is defined on the outlet section (104) of the CAC duct (100). Each second stress relief portion (122) is an elongated groove adapted to reinforce the outlet section (104) thereby restricting vibrations and to boost air pressure between the intercooler (40) and the CAC duct (100).
[0044] In an embodiment, the material composition for the charge air cooler (CAC) duct (100) is as follows. The material composition comprises 83 to 87 wt% of polyamide 66 and 13 to 17 wt% of glass fibre. In another embodiment, the material composition comprises 78 to 82 wt% of polyamide 66 and 18 to 22 wt% of glass fibre. In another embodiment, the material composition comprises 100 wt% of thermoplastic polyester elastomer.
[0045] Fig. 8 depicts a graph plot between intake air noise of the CAC duct (100) and speed of the engine of conventional CAC duct and proposed CAC duct (100), according to embodiments as disclosed herein. The plot A in the graph indicates the air intake noise with respect to speed of the engine in the conventional CAC duct. The plot B in the graph indicates the air intake noise with respect to speed of the engine in the proposed CAC duct (100). It is clearly evident from the graph that air intake noise of the proposed CAC duct (100) for the speed of the engine in range of 1500 rpm to 2250 rpm is lower than the air intake noise of the conventional CAC duct.
[0046] Fig. 9 depicts a contour plot indicating stress distribution over the CAC duct (100), according to embodiments as disclosed herein. As shown in fig. 9, the stress at the inlet section (102) and the outlet section (104) of the CAC duct (100) is zero thereby restricting vibrations and boosting air pressure. Further, the stress distribution over the non-linear body section (106A-106E) of the CAC duct (100) is lesser when compared to the conventional CAC ducts.
[0047] Fig. 10 depicts a contour plot indicating strain distribution over the CAC duct (100), according to embodiments as disclosed herein. As is clearly evident from fig. 10, the strain (deflection) at the inlet section (102) and the outlet section (104) is zero. Further, the strain over the non-linear body section (106A-106E) of the CAC duct (100) is lesser than the conventional CAC ducts.
[0048] The technical advantages of the charge air cooler duct (100) are as follows. The CAC duct is lightweight, durable and inexpensive. The CAC duct is recyclable. The CAC duct has less deflection, less stress and low sagging. The CAC duct has better noise, vibration and harshness (NVH) characteristics. The CAC duct which is easy to assemble and dis-assemble. Optimized angles of various angular sections of the CAC duct restrict cracking of the CAC duct. The CAC duct eliminates the usage of rubber end connectors for connecting the CAC duct between the turbocharger and the intercooler of the engine. The CAC duct eliminates the usage of mounting brackets for mounting the CAC duct on the engine. The CAC duct with integrated clamp retention members facilitates preassembly of clamp onto the CAC duct thereby reducing assembly time of CAC duct on the engine. The CAC duct with integrated clamp retention members retains the clamp on the CAC duct during/ after service/ assembly process. The CAC duct with integrated clamp retention members restrict a rotational movement of the clamp with respect to the CAC duct once the clamp is assembled onto the CAC duct. The CAC duct is stiffer and easier to insulate and can be sealed more easily than rectangular ducts. The CAC duct has optimal cross-sectional area and less duct wall exposed to moving air thereby achieving lesser pressure drop per unit area resulting in maximum air-carrying capacity with minimum pressure loss. The lightweight CAC duct aids in reduced exhaust emissions. Further, the CAC duct facilitates reduction in boost air temperature radiation to the interface parts that are in vicinity of the CAC duct.
[0049] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modifications within the spirit and scope of the embodiments as described herein.
, Claims:We claim:
1. A charge air cooler (CAC) duct (100) for an engine, said CAC duct (100) having:
an inlet section (102),
an outlet section (104); and
a non-linear body section (106A, 106B, 106C, 106D, 106E), wherein said non-linear body section (106A, 106B, 106C, 106D, 106E) extends between said inlet section (102) and said outlet section (104).

2. The CAC duct (100) as claimed in claim 1, wherein said non-linear body section (106A, 106B, 106C, 106D, 106E) includes,
a first body section (106A) extending from said inlet section (102) at a first predefined angle (A) in which an angle between an axis (106AX) of said first body section (106A) and an axis (102X) of said inlet section (102) is in range of 124 to 129 degree;
a second body section (106B) extending from said first body section (106B) at a second predefined angle (B) in which an angle between an axis (106BX) of said second section (106B) and the axis (106AX) of said first body section (106A) is in range of 124 to 129 degree;
a third body section (106C) extending from said second body section (106C) at a third predefined angle (C) in which an angle between an axis (106CX) of said third body section (106C) and the axis (106BX) of said second body section (106B) is in range of 152 to 157 degree; and
a fourth body section (106D) extending from said third body section (106C) at a fourth predefined angle (D) in which an angle between an axis (106DX) of said fourth body section (106D) and the axis (106CX) of said third body section (106C) is in range of 162 to 167 degree.

3. The CAC duct (100) as claimed in claim 2, wherein said non-linear body section (106A, 106B, 106C, 106D, 106E) includes a fifth body section (106E), wherein said fifth body section (106E) extends between said fourth body section (106D) and said outlet section (104);
said first body section (106A) is configured to have a varied cross-sectional area in which a diameter of said first body section (106A) which adjoins said inlet section (102) is larger than a diameter of said first body section (106A) that is adjoining said second body section (106B);
an angle (E) between an axis (106EX) of said fifth body section (106E) and the axis (106DX) said fourth body section (106D) is in range of 72 to 77 degree; and
an angle (F) between the axis (106EX) of said fifth body section (106E) and an axis (104X) of said outlet section (104) is in range of 151 to 156 degree.

4. A charge air cooler (CAC) duct (100) for an engine, said CAC duct (100) having:
a plurality of first clamp retention members (108) integrated on an inlet section (102) of said CAC duct (100), wherein said first clamp retention members (108) are adapted to retain a first clamp (10) on said inlet section (102); and
a plurality of second clamp retention members (110) integrated on an outlet section (104) of said CAC duct (100), wherein said second clamp retention members (110) are adapted to retain a second clamp (20) on said outlet section (104).

5. The CAC duct (100) as claimed in claim 4, wherein said first clamp retention members (108) are located on said inlet section (102) in vicinity of both sides of said first clamp (10);
said second clamp retention members (110) are located on said outlet section (104) in vicinity of both sides of said second clamp (20);
each of said first clamp retention member (108) is at least a protrusion;
each of said second clamp retention member (110) is at least a protrusion;
said inlet section (102) defines a first clamp seating portion (102G) adapted to receive said first clamp (10) thereby facilitating retention of said first clamp (10) between said first clamp retention members (108), wherein said first clamp seating portion (102G) is at least a circumferential groove which is located in vicinity of said first clamp retention members (108);
said outlet section (104) defines a second clamp seating portion (104G) adapted to receive said second clamp (20) thereby facilitating retention of said second clamp (20) between said second clamp retention members (110), wherein said second clamp seating portion (104G) is at least a circumferential groove which is located in vicinity of said second clamp retention members (110); and
said first retention members (108) and said second retention members (110) are blow molded on said inlet section (102) and said outlet section (104) respectively.

6. A charge air cooler (CAC) duct (100) for an engine, said CAC duct (100) having:
at least one first locating portion (112) integrated on an inlet section (102) of said CAC duct (100), wherein said first locating portion (112) is adapted to facilitate locating of said inlet section (102) with respect to a turbocharger outlet section (30P) of a turbocharger (30); and
at least one second locating portion (114) integrated on an outlet section (104) of said CAC duct (100), wherein said second locating portion (114) is adapted to facilitate locating of said outlet section (104) with respect to an intercooler inlet section (40P) of an intercooler (40).

7. The CAC duct (100) as claimed in claim 6, wherein said first locating portion (112) is at least a C shaped slot which receives a first protrusion (30PS) defined on said turbocharger outlet section (30P) of said turbocharger (30) thereby locating and restricting a rotational movement of said inlet section (102) of said CAC duct (100) with respect to said turbocharger outlet section (30P) of said turbocharger (30); and
said turbocharger outlet section (30P) substantially defines a semi dog bone shaped groove which receives a second protrusion (40PS) defined on an intercooler inlet section (40P) of said intercooler (40) thereby locating and restricting a rotational movement of said outlet section (104) of said CAC duct (100) with respect to said intercooler inlet section (40P) of said intercooler (40).

8. A charge air cooler (CAC) duct (100) for an engine, said CAC duct (100) having:
a first bellow section (116) integrated on a non-linear body section (106) of said CAC duct (100) in vicinity of an inlet section (102) of said CAC duct (100); and
a second bellow section (118) integrated on said non-linear body section (106) in vicinity of an outlet section (104) of said CAC duct (100), wherein said first and second bellow sections (116) are adapted to reinforce said CAC duct (100) thereby restricting vibrations and to boost air pressure.

9. A charge air cooler (CAC) duct (100) for an engine, said CAC duct (100) having:
at least one first stress relief portion (120) defined on an inlet section (102) of said CAC duct (100); and
at least one second stress relief portion (122) defined on an outlet section (104) of said CAC duct (100).

10. The CAC duct (100) as claimed in claim 9, wherein said first stress relief portion (120) is at least an elongated groove adapted to reinforce said inlet section (102) thereby restricting vibrations and to boost air pressure between a turbocharger (30) and said CAC duct (100); and
said second stress relief portion (122) is an elongated groove adapted to reinforce said outlet section (104) thereby restricting vibrations and to boost air pressure between an intercooler (40) and said CAC duct (100).

11. A material composition for a charge air cooler (CAC) duct of an engine, said material composition comprising:
83 to 87 wt% of polyamide 66; and
13 to 17 wt% of glass fibre.

12. A material composition for a charge air cooler (CAC) duct of an engine, said material composition comprising:
78 to 82 wt% of polyamide 66; and
18 to 22 wt% of glass fibre.