Coolant to the intake / high intake air temps?

[laredo]

With the PIMP install, I'm finally getting a gander of intake temps, Wowza! With the PIMP install, I'm finally getting a gander of intake temps, Wowza! 140-150 deg! Since this car is never driven in the winter, and I’m fine with sacrificing some cold start drivability performance if it could reduce intake temps when hot, I’m thinking of blocking off the coolant to eliminate 190 deg coolant from “preheating” the intake. Anyone know off hand if this flow is needed somehow to flow through and cool the cylinder head?

[Stinger]

The coolant flow isn't what's causing the air temp. Air temp is caused by a combination of turbo efficiency, intercooler efficiency, intercooler location, boost pressure, etc.

Are those temps at idle, while cruising, at wide open throttle, or what?

[laredo]

Did a datalog (tried to post but this thread won't let me attach), intake air temps hover around 138 to 145 during normal driving, hold steady at 142 during idle.  But then gradually soar up to 160+ in about 8 to 10 seconds AFTER a long acceleration with boost. Then after about 20 seconds, the temp gradually starts dropping back down to the 130's/140's. Meanwhile coolant temp barely moves 2 or 3 degrees from 190. It's gotta be heat from the exhaust and turbine housing roasting the intercooler (still in stock position) from right below. Looks like next order of business is either 1) turbo blanket, exhaust shield, and fan on the intercooler, or 2) FMIC. 

[Stinger]

You can only upload files in the ECU sections.

That sounds about like I'd expect for a stock intercooler. As you stated, the position is horrible as it picks up radiant heat constantly and that heat is greatest when you need the most cooling from the intercooler (at wide open throttle). The intercooler is basically a large heat sink so it always lags as it takes time to shed heat/cool down gradually. This is temps go up AFTER WOT (the intercooler initially absorbs the heat, then it starts shedding that absorbed heat into the air flowing through it).

If you keep the stock location for maximum throttle response, I'd likely look into ALL of those options, not just one or the other. If you did one at a time it would make for interesting data points but ultimately their benefits will stack on each other (blanket is good, blanket + shield is better, blanket + shield + fan is best).

With a good FMIC you can typically stay near ambient temp when cruising and even at WOT for the first 10-15 seconds and then it will spike hotter after you let off (but never go much above 130 degrees). At idle they will still be pretty hot because they absorb heat from the radiator (unless the fan is on) and from the asphalt. They cool down with airflow much quicker than stock though simply because they have access to much more airflow.

[laredo]

Just for comparison, I set up the cluster in my Raptor (3.5 Ecoboost) to gauge air cleaner air temp and manifold air temps. On a 85 deg day, air cleaner temp stayed pretty consistent with ambient, but even under HARD boost thrashing, or even at idle, manifold air temperature never went past 115. I know it was sort of an apples to oranges comparison but...that’ll be my new goal for the SVO...!