It all depends on their goal, max cooling efficiency or max MPG, you can not have both as one is a compromise for the other. On the GT a smaller grill opening forces more air over and around the front of the car and less air through the car. Once you move the air around the car you can use it to help with the efficiency of the rest of the car moving through the air. I would have to guess that in today's world of eco this and eco that Fords focus is going to be on meeting a MPG level first then designs for proper cooling for track use.
Just not a major fan of that grill. But yes it has crossed my mind a few times
Not really apples to apples since I do not have an AC condenser in front of my radiator, but I did a track day Wed and it was 97*f in the shade. It was the hottest I have every been on track.
Both, but since the fan logic and most of the fuel and ignition trims key off of ECT those are the numbers to watch to see trends, CHT is always higher than ECT when running hard but also fluctuates more and recovers faster than ECT. ECT and OCT are actually derived from the CHT as there is no ECT temp sensor or Oil temp sensor in the car.
If you see ECT in the 210* range CHT will be in the 220-230 range as peak values, the ECT starts to influence the ECU in a negative way at 200* it will potentially reduce peak timing by .104* for every degree of coolant temp above 200*f, IATs are important to watch as well as they start to influence timing at the 100*f point and are more aggressive than ECT on timing trims.I didn't see ECT temps much over 210. Was going to head to RPM today to check some more stuff out, but I've been working on dialing in the tune on the car after a few mods and flex fuel. Plus, like you said, it's hot out!
:lol: which is literally what I said in my last post.
Yeah, I never really feel the timing being pulled from ECT increase. It's pretty obvious for anyone to tell timing being pulled when IAT's go up though. I've heard alot of ppl comment on it after their mustangs heat soak sitting in traffic.
