It looked to me like they were testing intercoolers.

Where do they correlate or measure pre-turbo temps?

Hey it's ok to be wrong once in a while. Just admit, a cai on a turbo app'd vehicle doesn't do sh*t for performance.

Incorrect....
Timebomb was showing the intake air temp difference between both sides of motor.One probe was set coming out of his twins and the second was set at his air horn.You could probably make a claim that he was testing a charge air cooler,however it was actually done to show the drop in charge air temps from one side to the other.

It was not done with this truck at all.There was an extensive test done awhile ago by a TDR member of the effects of the underhood air temps and how it affected our trucks.His findings and facts showed that when in motion the underhood air temps on our trucks only ever were 10 degrees above what the outside air temps were at that time and that under load while towing had little effect on them.That thread was brought on due to a discussion about how much better "ram air" would be to force feed our air boxes and what or how the effect would help/hurt pre-turbo intake air temps.You do have to remember that while in motion our underhood temps do go down and only when stopped do you see any type of increase in them.

On Edit And Something I forgot to address....
Somewhere here I seen a comment about how bad oiled air filters were to compressed air engines and he would "never" use them.I would say it this way..A air filter thats a oil based cotton filter is as bad as its owner who services it.If you over oil the filter then you create a issue that could lead to problems down the road however a properly cleaned and oiled filter is as good or better than any paper filter made.

So, what I'm seeing in that article is that the air exiting the turbo is at around 500*F and after the intercooler runs between 100*F adn 150*F (depending on the ambient temps and the efficiency of the intercooler).

In that regard, I can't imagine that 10-30 degrees of underhood heat will really effect the overall temp of the air after the intercooler at all -- it is rather a moot point, unlike naturally aspirated vehicles, which depend on the pressure of a coloum of air to feed a static intake tract, and where temps of the intake charge are regulated by the ambient air temp only.

It still doesn' hurt to do what we can within reason (like a shielded BHAF or even a cowl inlet) to lower the temps of the air hitting the system. Even 30* stacks on top of the heat the turbo produces (which is what I think a lot of guys are arguing, even if it really is of no consequence) as long as those efforts are not at so high an expense as to negate any positive effects that could be had elsewhere with that amount of money. (In other words, if it costs too much to cool the air, you are better off making power up somewhere else.)

One other quick thought while tossing around air filters and dyno numbers. Dynos cannot measure the effects of a ram air system, such as one that feeds the air filter from the high pressure area under the windshield (tap the air inlet into the cowl area by hole-sawing) becasue the truck is never moving while on the dyno, so any effects of the ram air or high pressured cold air are negated. I wonder how many guys have tossed out systems that might actually benefit performance based on static dyno runs versus moving vehicle runs? Bet some of the drag guys know... :humm:

^Excellent post. I'm glad I'm not the ONLY "idiot" out there :tu:

I've always dynoed with big blower fans in front of the truck, usually pushing enough air through the grille to match a 50-60mph drive, which is not quite enough to match that of a hard 4th gear pull then shutting it down and coasting, but as close as you'll get while sitting still.

I'd like to see someone test the various filters, intake kits, heat shields, turbo wraps, intercoolers, intercooler sprayers, water meth, etc etc etc. Putting a temp probe in the inlet tube at the filter, then one at the intercooler inlet, and one at the intake manifold, then testing the various parts would yeild the best results.

Me too. :c: :pca1:

Uh, sorry correct. The differences measured were on either sides of the cooler. Otherwise known in laymen term's as an intercooler test. Has anybody considered all the diesels running around without intercoolers at all? What are you doing about them? Oh nevermind, it doesn't matter. :rolleyes2:
Of course under driven conditions at speeds over as little as 30mph airflow through the engine compartment is going to offset any possible intake temp difference at-the-ingress-point-to-an-unshielded-filter. We'll apply that lesson to all the trucks that drive only on the highway in winter.
Incorrect. Well, not entirely correct as is often the case when narrowly focused conclusions make assumptions and ignore important information contained in large amounts of data associated with the vast majority of samples on the road. The effect of significant underhood temps increases will be seen while stopped, moving in slow traffic, and compounded under all conditions as ambient temps rise under seasonal and geographic influence.

Suffice it to say, the results of a test on intake temps for a high peformance setup running twins at around 70psi "was scootin' with a different attitude."

You may apply that to your run-of-the-mill 200-300hp Cummins any way you like. Keeping the intake temp as low as possible any way you can is always a good idea.

The 700hp monster is obviously not going to care much what the turbos are presented with in the way of intake airflow temp pushing 70psi. The intercooler is a much more critical piece in that application as was described. Something more resembling 99% of the trucks on the road will. Apples to apples. Remember that next time you're sitting in traffic somewhere in the middle of summer an the idle starts creeping down. :w2: