There absolutely is a point where an IC cant keep up and the "step function manner" manner does apply. The stock intercooler is a fine example of this, it works acceptably on the stock tune and recovers enough to make due. Throw a stage 1 tune on and it struggles a bit more to recover when you get constant load or repetitive pulls. Once the intercooler cant reject heat enough to keep up, the ECU will start doing its thing and pull back timing and such to protect the engine. I have absolutely seen this with my stage1 tune and the stock intercooler, repeated pulls just keep compounding the issue of heat soak causing performance degradation.
So saying X intercooler cant keep up with hybrids but can with an IS38 is absolutely plausible. Just depends where the tipping point is and that can vary drastically due to environment, tune, how well the car is running. Its not a black and white thing but you can generalize saying in most situations this IC cant handle a hybrid. Like we have seen many times, certain cars are unicorns and can do something others cant, its very hard to compare cars against one another because of this but there are always outlyers and we most of the time throw that data away when making generalizations.
I appreshiate all the data Jeff creates and really urge him to continue doing so. But this specific article doesn't hold its own due to the information he is using is not complete nor his own. He doesn't know all the variables around the data so digging into it is a moot point. I would love to see Jeff get his hands on a AMS and put it right up with the IEv1 with his own testing.
This is an interesting dialogue here. Speaking specifically of IAT and an IC's ability to lower Charged Air is relative to:
The specific "adieabatic" efficiency of the Turbo, its relative RPM, and sustained level of operation
Ambient Air Temperature & Air Density which are relative to pressure loss (a thermodynamic principle known as "Bernoulli's Principle" purports this as pressure loss)
BUT!!
These would only be relative to a specific turbo & IC loaded under the EXACT same conditions each time to generate a cross reference of Heat Exchange & Cooling.
When comparing ICs, you need to know the specifics of the turbo & conditions in order to obtain a more thorough conclusion.
EXAMPLE:
Turbo A
IS20 / 27psi / 29.0h/g / Amb 85* / 4th Gear pull / 8secs =
High Heat
Not very sustained level of operation, Higher PR value, Lower efficiency, Low Density of Air, Higher RPM
Turbo A
IS20 / 20psi / 29.0h/g / Amb 85* / 4th Gear pull / 10secs =
Moderate Heat
Longer sustained level of operation, Lower PR Value, Higher Efficiency, Low Density of Air
Same turbo exact same conditions, but with different Boost pressure & PR Value.
Every IC (regardless of its acclaim & ability) will show varying cooling differences under varying conditions.
The bigger turbos that obtain more power in higher RPMs would make many ICs shine
The smaller turbos that obtain more power in the Low & Mid can obtain a simliar shine as long as they remain in a comparable Efficiency range at the same Environmental Conditions.
Recommendation:
Tune for Max Efficiency and you will have sustained / longer term power availability
Tune for Max Power and you will have short lived power ability
Or
Improve the IC and increase the sustainability of the Max Power option?