A stock core simply doesnt have the mass to absorb the heat. Reds slic was a huge step up from his old designs using stock cores. I find it funny how I provided 100% real track backed proof, and people are still arguing that the available front mounts are better.
Here is what I saw, giant front mount, 8.92@151 was the best pass with a gen 2 3 bolt turbo, this is where i was stuck for years.
Reds slic, 8.76@154 on the same exact tune, 8.64@157 with more timing with a lesser turbo, gen1 billet turbo 8.48@159 with some more timing and the newer, gen2 3 bolt turbo.
Hey Rob,
That's amazing and I obviously believe you, but would be one of the people who would argue for the FMIC lol!
A lot probably has to do with other pieces of the puzzle too, cam profile, turbine and compressor wheels, fuel etc.
Can you share what you saw different with the SLIC vs the FMIC, Trap IATs drop, less pressure drop lower starting line IATs? What do you think was most significant in helping with the gains? Was it simply the increased timing in the motor and what was it that allowed the increase in timing? Cooler temps, better fuel? Just curious as your results are pretty amazing. Up to this point I have always felt the CAS V1 was probably the best FMIC produced and have tested it extensively.
If you still have the CAS V1 I would like to see it, he used at least 3 different cores on that set up and I would be curious to see if I can tell which one it is. As you know I did do a LOT of testing on that stuff both on my TSO car and back in the 90's in Chicago with Tony when he was designing the V1 and the CAS V4.
From what I remember on the SLIC no matter what we did to it we always ended up with the same IAT's at the end of the track and we never were able to get the IAT's anywhere near what we could on a front mount. I remember talking to Red about it and he definitely had the SLIC combo down to a science. I know we struggled to get anywhere near 150-160 degree temps in the traps with a SLIC
Starting line temp was also lower with the front mount than the SLIC at least with what we were doing at the time. We were always able to get the FMIC at a lower starting line IAT than a SLIC which as you know is a big deal. IAT's on both the std CAS V4 and the larger one he made would sky rocket after the 1/8 mile mark on my car. This was back in the TSS days with a stock appearing TA-66 q-trim turbo.
The CAS V1 on my TSO car was never more than 30 degree temp rise an entire pass even on relatively hot days. We typically had starting line temps in the 100 degree range and would see mid/high 120's on a decent weather day running over 170mph at about 35-38 psi on a PTE billet wheel 4788 T4 flange and 3" IC piping with 70mm TB lol! I can't remember what we measured the pressure drop as but it wasn't much maybe 2-3 psi. I know we checked it once and it wasn't an issue. I know the CAS also had more pressure drop than the PTE and Cottons at the time but it also had the lowest IAT's at least on a car with a 88mm turbo.
A CAS V3 on a TSO car will actually drop the IATs mid track from starting line until they start to rise by the end of a run so airflow across the core will cool IAT at least on a 7 sec car with air to air FMIC. Obviously the V3 is an absolute mammoth IC core compared to anything else out there.
I also believe I had one of the earlier V1's with the Modine core when he was still able to get them. The middle core he used was the one I dont think worked as well but I also think he only produced a hand full of them. The last company he used was out of Philly and it was the same company we used that Lonnie build 12 or so IC's. Those cores did work well and I believe those IC's are still running around these days.
Ironically I have been looking for a new IC for my t-type, my CAS V4 took a hit from road debris. I just picked up a GN1 FMIC and curious to see how it works. Im not super excited about the core design from what I can see but it looks like a nice piece overall. We'll see how it works for a street car with AC with a 6768 turbo.