I just had my cracked windshield replaced today. Holy crap the new one is soooo much clearer. The cracks were no big deal. Apparently the old one was just completely scratched up or cloudy or something.

Anyways nothing crazy to update. Toooo damn hot for some WOT sprints. Iats are doing great in 104* weather. Cruising they are 113-114*. Pretty amazing i must say.

 

I agree it is amazing.

I know I keep saying it, but great work Corey. I love how this all came together for you. There is a lot to be learned from the gains you saw.

Now we need to get some WOT pulls... and after that get you to open up your IC a little.

 

Yeah i accomplished half of what i was wanting. Lowering the cruise IATs would make the starting point of a wot run lower. Hopefully making the max iat temp lower. Next when i start doing some WOT tuning is to see how much the iats rise.

 

For what it's worth, cruising IAT's in my Dodge are always 16* above ambient.

 

The Cummins?

 

Yeah. This thread got me thinking about the IAT's on my dodge so today I logged some runs while it was 91* ambient according to the dash. I was in some stop and go lights after I got off the highway and my IAT's where 111*. So I banged out a WOT pull from about 25 mph roll to 75 mph and they went to 114* and immediately back to 111*, then about 15 seconds later did another pull just like it and saw 116* and immediately back down to 111*. Stayed there for another 2 miles till I got home.

The set up is a fully deleted 2012 with a 5" turbo back with a 20" long 5" magnaflow muffler and an H&S Minimax with stock injector timing but turned all the way up.....Stock turbo, intercooler and injectors. I'm guessing the truck makes a hair over 1000 ft/lbs of torque the way I drive it everyday. Max boost is set at 36 lbs. and gets there almost immediately. It's actually a blast to drive to be honest even though I absolutely hate the 6 speed auto.

Anyway, because of all the discussion in this thread about IAT's I figured I would share even though it is an A2A cooled diesel.

 

Pretty cool. Good info!

I think A/A IC is more efficient in situations like that for sure. Thats a great comparison for us.

 

Yeah on the surface I would also think it would be a good comparison for the discussion in this thread, but I can't help but think that if you had an ls motor that would hold up to repeated WOT pulls in 90+* ambient temps with an A2A cooler (even a big one) and were pushing 36 lbs of boost through it, you'd see IAT's insanely hotter than what I'm seeing.

Trying to make sense of that.

 

Your ls wouldn't be 6.7l and turning half the rpm. 36psi or not you have a huge intercooler instead of something crammed behind a bumper and your air is not moving through it as fast.

 

No doubt the rpm and air speed through the intake probably plays a roll, but how much I don't know. I mean, it's still moving air pretty quickly and the whole issue behind forced induction IAT heat is largely related to the fact that when you compress air, it heats up. It does have an intercooler with a lot of frontal area, but you can't tell me that if you put this same intercooler on a gas truck that turned a modest 6500 rpm and put 36 lbs of turbo boost through it you would get the same results........right? I mean if that was the case, everyone in the game would just be getting junk yard I/C's out of wreaked diesel trucks and using those. The hypothetical question I presented in the post above is basically this:

Pretend that a 6.0 ls based gas engine in a street truck could handle daily driver duties and repeated WOT runs with a turbo that generates 36 lbs. of boost. I'd think that cruising IATs should be identical, then do some WOT runs........especially two back to back from around 25 mph to 80 mph. I just can't see how the gas version would only gain less than 5* of total temp rise and almost immediate recovery. So what gives???

Unless my theory in here is just wrong.....I'd think that there has to be something the gas community could be doing to make some drastic improvements.

Besides engine speed and air speed through the intake tract (turbo outlet to intake valve) could there be another factor that we are just not seeing???