If it's been covered, somebody please direct me to the thread. If not, have knowledgeable people addressed the issue of whether a fan aimed at the front of the car can ever provide enough air to properly cool a TMIC? In Automobile mags dyno testing of the GTi and MS3, the GTi showed a 10% "loss" from it's claimed crank output. The MS3 showed 18%. Same day, same dyno. This really has me wondering b/c I don't think Mazda is gonna overrate the MS3 after the RX-8 debacle and the implementation of the new, stricter SAE standards. I know it's only one dyno, but such a big difference in "loss" needs explaining.
When the car is on the road air is blasting through the ducts right into the TMIC. During a dyno, the air is blowing over the TMIC but not through it. Could this be the reason that MS6/3's often register a high % of "loss" from the claimed crank hp? Granted the 6 also has some additional drivetrain loss, but maybe it's not as much as it is thought to be. If so, could a data logger and other instrumentation show what the charge temp is and whether the ECU is retarding timing?
Lastly, short of putting ice on the IC, are there any special measures that the people dynoing Subies typically take to make sure their TMIC's are getting enough cooling air?
When the car is on the road air is blasting through the ducts right into the TMIC. During a dyno, the air is blowing over the TMIC but not through it. Could this be the reason that MS6/3's often register a high % of "loss" from the claimed crank hp? Granted the 6 also has some additional drivetrain loss, but maybe it's not as much as it is thought to be. If so, could a data logger and other instrumentation show what the charge temp is and whether the ECU is retarding timing?
Lastly, short of putting ice on the IC, are there any special measures that the people dynoing Subies typically take to make sure their TMIC's are getting enough cooling air?