I always find this gives me the best protection from heat soak when I am pushing my limits.

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Bye bye betty blue. Hello F6.

Hey Jacob where are your IAT's measured?

My logs show temps at approx 40deg when my car is on track at the Rallysprints in Feb this year. Would have been a warm night then. When we come off track temps jump up into the 50's.

Just curious not disputing anything. I'm sure your fmic is more efficient than my tmic, just curious why the different numbers.

Probably the dyno fan is not moving enough air during your testing compared to real conditions?

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Bye bye betty blue. Hello F6.

Nick. Your intake air temps are measured at the AFM sensor. Given that Jake is running a stand alone ECU with no AFM. His IAT sensor should be somewhere on the charge piping to the intake manifold, or directly on the intake manifold itself.

Cars using AFM sensors need AFM values and IAT values mesuared together in order to calculate correct air mass entering the engine. Hence the term Mass Air Flow Sensors. (MAFS.)

Once its been through the turbo it will be alot hotter.

And turbo compressor efficiency / sizing comes into it here aswell. If your using a smaller turbo, but demanding lots from it, its gonna be running in a less efficient state, and will generate more heat to compress the air, when compared to a larger turbo operating in its happy spot.

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Doing it for all the wagons out there

On cars using speed density or volumetric efficiency engine mangement, the IAT needs to basically be measuring the air temp as it enters the engine. (where the MAP sensor is. As oposed to where the MAF sensor is on MAF based engine management)

Speed density tuning and VE tuning are similar, in that the ECU calculates the air mass entering the engine by knowing its pressure and its temperature. (And knowing the engines displacement - volume) It basically uses the universal laws of gas to work it out. (Temperature / pressure / volume / mass. If you know 3, you can always work out the 4th.)

Link G4+ ECUs call VE tuning "modelled" and standard speed density as "traditional".

Im not sure if Jakes is set up using traditional or modelled. But they kinda operate the same. Modelled you basically feed it all the info including target AFR, and only tune a "VE table", and the ECU calculates the rest. Tradittional has a fueling fuel table which is what will be tuned.

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Doing it for all the wagons out there

I have my iat screwed into the i take manifold next to the throttle body gets direct flow

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These test were "torture" testing ... 10 back to back wot runs only using the extraction fan and no high speed air fan to put the system on limmit and get a worst case situation

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How were coolant temps during the testing?

Did the larger IC negatively affect the coolant temps?

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Doing it for all the wagons out there

If you look at the max iat in the log coolant temp is 91 with the old and 94 with the big one so normal the pwr core flows soo much better even tho its huge airflow is no problem.. the big cooler danny did 5 more 30psi pulls so warmer temp is expected.. airflow was only 45kmh

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Had a bit left over in tax return after getting suit gloves and hans harness so i got a set of AR-1

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Why not A050?

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