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My plan is to run the IAT's up as high as they'll go while watching the ignition advance. When it starts to pull timing, I'll know I've crossed the line. Then I'll be able to figure out what intake temps I ought to be running. Of course I'll observe instant mpg while doing this.
Some other observations from a trip I took in July. I drove from Philly to S.Carolina overnight, pulling only underhood air. My IAT's at night were around 60-70, but when the sun rose they shot up into the 140-160 range and the FE began to rise as well. I was seeing about 10mpg gain from the higher IAT's, or at least I believe that was the cause... Anyway, this is what has lead me down this road. I was only able to get 120 degrees from my Mild HAI, so I need more heat to see if this gain I observed will return...the only way to know for sure is the A-B-A test that I hope to do this weekend.
No specific plans for a variable heat control until I know what temps I need. I really don't like messing with knobs while I drive and have no ambition to make a circuit to control this, so what ever I do will probably be fixed and be an attempt to give best results in the cold weather, when outside temps cross back over the 70 degree threashold, then I can re-evaluate the amount of cold air to bleed in...if needed.
Another fun fact: I run a full grill block summer and winter, I theorize that I spend enough time at speed that the benefit from the grill block exceeds the impact of the increased electric load from the cooling fan cycling. During the summer I just let the fan kick on to keep the temps in check. Even now in the cold it still needs to kick on fairly often to keep the engine temp under 225. So I'm kinda hoping I can pull enough hot air off this Heater core to reduce the fan cycling.
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