I'm not picking a fight or an argument ,but for the record , I never said it was 600 dg at the intake , that would be crazy as was stated , and as far as my theory on fuel consumption , I could be wrong , my motor was extremely tired (177,000 mi) when I started noticing this so that could have a  lot  to do with it , but ar we 100% sure that all the knock sensor adjust is timing and  boost control? What if that is not enough to cool down the cylinders?How much can it really back off the timing without taking away too much power? Is the ECU really just relying on the CTS for input or do several other sensors come into play , including the knock sensor? I believe they all come into play.The knock sensor is smarter then you think ,it not only controls timing it also shortens the injector pulse width and increases the duration.Think about it for a second , if it has to cool the top of the pistons, the intake and exhaust valves , and the combustion chamber , can it really cool it down enough just by retarding the timing and lowering the boost? I strongly believe that too much heat is not a good thing.Also for the record I did not compare winter fuel economy to summer.It was more of a spring to hot humid NY summer comparison.Once again I'm not trying to be insulting ,I just want to voice my opinion and here yours so we can all learn from each other.I have a lot of respect for this thread , the info supplied from it , and the work I've seen some of you guys to these rare breeds.I've seen the pics and it has inspired me.That is why I decide to keep her and rebuild her , I think she is worth it and I just want the best for her LOL.

I agree with you as far as velocity , but I would sacrifice a little velocity for cooler air(=denser air=more horse power) I had one of those laser thermometers (point and shoot) and checked different temperatures at different locations at idle and after a hard blast ,and I really didn't write it down but they were ridiculously high at both.Off the top of my head it was a good 600 dg F at the turbo and 450-500 dg F at the manifolds while giving it throttle , and I'd say about 250-260 going into the throttle body/upper plenum pipe.While I do agree that volumetric efficiency is important , so is thermal efficiency.There has to be a good balance between the 2 to maximize performance, and, fuel economy while we're at it.I mean is it me or has anybody else noticed that you actually use more fuel in the hot summer air the on a nice 60 dg day , because the computer has to add a lot more fuel to cool the mixture to prevent it from pinging ,and at the temps. I mentioned above that ECU is adding a lot of fuel at mid to wide open throttle.I did wrap the pipe to the throttle body and the turbo and these temperatures dropped by about 100-200 dgs, which definitely helped insulate the air going into the throttle body from the intercooler and give me a little more "umf".I will say this , I'm no expert, but I have recently purchased a really good book from S and K speed that really went into detail about turbo's and superchargers and it was really informative.(I can't find it right now or I'd tell you the name of it :-(  ) One thing that was mentioned that I found interesting was that the turbo out performs the supercharger as far has creating horsepower is concerned , the one draw back is the heat exchanged from the turbine housing to the compressor housing, and based on everything else I read in there (they all these crazy formulas and graphs-really nice pics too)  I feel it is important to cool everything you can because there is plenty of heat being generated from that exhaust ,and if your getting on it the way I am getting on it your probably going to have too much heat.Next time you see a fairly new Mack truck  or a Case ,Dae woo FEL try to sneak a peak at the size of there intercooler , it is gigantic , or even a new Ford F550-F750 - Gigantic , They want to keep these things cool for durability and max performance , I cant afford a bigger intercooler right now ,but I will be getting one in the future,right now , I just hope some one can tell me where I can get a heat shield at a decent price.Anyone???

         I e-mailed Jeff directly on this , nut I know he is a busy person , so I will ask everyone.I am looking for a moderately priced heat shield for my stock turbo, for my 1990 Turbo Grand Prix.I previously used the universal wrap from Thermo-Tec but I prefer not too keep the heat in.I did wrap the manifolds and down pipe which should help as far as melting stuff in the eng. bay.But a heatshield would be great for the turbo durability and would make great use of the vent on the hood . I saw one on the web for $79.00 for a T3 or T4 turbo , would this work? It looks like it has 2 mounting holes that should line up by the down  pipe flange. I just layed the rebuilt motor and tranny in this afternoon.I ordered a blow off valve and am hoping I can get a heat shield before the end of the week. I'm also interested in a turbo timer , any advice on this? The only one I could find was a univeral type w/o a harness/connector.