Quote:
Originally Posted by Rom3n
The heat exchanger we are currently using is very efficient and works as designed. As the chart posted above noted we are seeing very minor gains in IAT's with 5-6 psi of boost. Our software is designed to correctly adjust timing when IAT temps require it.
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Seems that the Air-Water system is not doing the best job of removing heat - back in the day when I had an STI running 23PSI of boost on 2.2L engine (making around 450HP), my FMIC air-to-air intercooler would hold the intake air temps (as measured just before the throttle body, directly above intake manifold) at around 10-15C above ambient temperature, even on the dyno. So I'd expect intake air temperatures of around 110-130F at an ambient temperature of 90F for an intercooling system that has sufficient cooling capacity.
In your graph above, we are seeing telltale creep of intake air temperatures which indicates the heat exchanging capability of the intercooling system is reaching saturation. This is a common issue with air-to-water intercoolers - although they do a great job whilst the system is not saturated, once the system can no longer sink heat from the charge because the water cooling system is saturated with heat (because the heat exchanger can't cycle out heat to the atmosphere quickly enough), intake air temperatures start rising pretty rapidly.
I certainly wouldn't risk my car on a track for more than 5 minutes, even with safe levels of timing and tuning it rich, I think EGTs would become a problem with much more track time.
Granted when you are making 600HP you have significantly greater air mass to cool than my example (~33% more air mass) so I sympathize with anybody designing an intercooling system for this setup...
I'd be more comfortable with a properly matched air-to-air intercooler system although real estate at the front of the car becomes an issue here, and you add weight where you want it the least....