I agree, IATs are important and I think were kind of saying the same thing.
The intercooler coolant temp would be to indicate what end of intercooling system isn't working efficiently. Heatexchanger or intercooler. Whether a SC or TC.
If the coolant temps remain low and IATs are high, then intercooler is ineffective or undersized.
Difference being with a TC you have the ability to change your intercooler type and size.
Without any coolant temp data to reference from, making a change to the system would just be a guess without all the variables. Getting temps could be as easy as using a thermal temp gun on the HE after/during seeing high IATs.
Infrared sensor would be a viable source for checking water temps. I was just pointing out that the intake charge water cooling demanded by an SC car is much greater than a L to A cooler in a turbo car. The coolant pass through in a liquid to air cooler is happening at a much lower temp than that of the SC roots supercharger and with much less heat exchange going on. This is why SC cars do really well with huge HE’s with lots of airflow (cuinstra’s configuration being a great example)
I’m baffled right now because Rich Rich reported good results with his intercooler HE doing street driving, but redline is seeing these issues under track use. I think one guy even mounted his L to A cooler higher up from the intake manifold to remove conductive heat from the engine. I plan on some track driving that will require high sustained boost levels.
I’ve scoured the Cobalt forums in effort to try and determine what most SS Cobalt turbo owners have seen as normal IAT2 temps but its hard to find much accurate info in between seperating the jackassery of that forum. Kyle at ZZP said heat soak is a common issue on turbo cars with air to air intercoolers, which operate at higher short term efficiency than L to A coolers.I have a few other sources I will have to contact in person but sadly its all going to be theoretical because there are literally zero Ecotec turbo cars running L to A intercoolers besides the Goblin. The key is accepting the disadvantages of this system while still making it as efficient as it can possibly be.
In theory I suspect the supplied L to A cooler will be likely to heat soak under sustained boost, even with an efficient heat exchanger. If a bigger L to A is needed, the options are scarce. I’m also trying to determine if the intake charge water cooling improvements I’ve made will be sufficient cooling for track use given the L to A functions well. I have the feeling they’re overkill. Bottom line is the last thing I want to have to do is grind off powdercoat and re-weld new tabs to make changes later on.
Sorry redline, not trying to hijack your build log with my long-winded rant. I’d love to collaborate with you in the future as you work out your IAT temps and find an efficient solution. I may go just go your current route and keep an E47 tune and a 5 gallon jug (and lots of ice) for track use only and a nice conservatve street tune for daily drives.