| equally as important. You could use a FMIC which has really good cooling capacity but will yield a much higher pressure drop due to the resistance to flow, which obviously isn't good. I will report that I have quantitative information with respect to the MASSIVE SMICs which was obtained during the testing I did with them on Dee Ridgeway's TT (666RWHP). At 27psi of boost pressure, the compressor discharge temperature was 330F. Intercooler discharge temperature was around 115F with ambient temperature of ~70F. The problem with this analysis is that we have very little data to compare to. Back when I was working with Z1 Motorsports, we did test a number of different intercoolers at much lower boost pressure (18psi) and with a compressor discharge temperature of ~280F, we were seeing a range of intercooler discharge temps from ~130F to ~160F IIRC. But this was on two very different cars and in different environmental conditions.
I wont specualte and try to make any conclusive statement from this information. The only thing I can say is that when we changed over from the Stillen SMICs and OEM intake piping to the 2.5" piping and MASSIVE SMICS, we picked up ~35RWHP and the car spooled up quicker as well. I recently had the opportunity to dyno tune a GT2871-equipped ZTT which originally had OEM intake and Greddy Intercoolers which was switched out to 2.5" piping and MASSIVE SMICs. In the second dyno session, the car picked up an additional peak ~35RWHP and improved upon the entire powerband from 2500RPM to 8000RPM by notable amounts. The car's final numbers yielded 707RWHP at 30psi of boost - an improvement from 670WHP... The additional "MASS" of the MASSIVE SMICS are more effecgtive at "sinking" the heat within the turbo compressor discharge gases as compared to a core of lesser mass. Its larger volume also means that the gas velocity through the core is a bit slower which will provide additional time for the heat in the gases to sink into the core.
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