Water is what absorbs heat not the Meth alone. You should not run more than 50% Meth because there is no benefit. I wouldn't have someone tune your car without knowing about Meth injection and using no fans. This is how motors blow and people blame it on too much boost.
OK Guys everyone needs to know more data to make any other assumptions.
1. there was a large fan on the front radiator the entire time, engine coolant temps never exceded normal operating temps.
2. the engine hatch was open the entire time to aid in engine heat removal
3. part of the tune was to test the effectiveness his meth system has at controlling IAT's. To test for this you have to heat soak the car to normal under hood real world driving temps then try and control them with the cooling agent.
4. IAT never exceeded 160 degrees in a pull and once that temp was reached we were able to drop them to 143-155 degrees with the use of the Meth.
5. Once the engine bay was heat soaked a 2nd fan was added to blow across the engine bay and remove some more heat but not all of the heat, no one drives around with a big fan hanging off the side of the car and most mid engine cars will have higher underhood temps than front engine cars.
We could have never let the car see IAT's much above ambient and just tuned for those conditions, but unless Eric trailers his car to the track, runs the 1/4 mile and shuts down, those IAT's are not realistic for real world driving conditions. With any tune expecially the NSX and the F/IC you have to tune for what the ECU is doing not what you want it to do.
The OEM program is aggressive about adding fuel and reducing timing based on IAT as it should be. If we tune the car to 11:2 on Meth and then the car heat soaks to IAT above 150 the ECU will add lots of fuel and the AFR's will drop to 10:5:1 way to rich. In short bursts into boost with normal daily driving the meth is not used enough to control the IAT's and is there to reduce the risk of detonation. Stay in it for a longer period pulling through several gears while in boost and the IAT's come back down and the OEM ECU returns to normal fueling and the car starts to move lean, keep dropping the IAT's and the car may move leaner than your target 11.5-11.7:1 mark. We do not have a stand-a-lone here so you have to test for all conditions and take the average ideal condition as long as it is safe. With a stand-a-lone you have access to all the trims and can trim the fuel map based on IAT's the way you want to not the way the OEM program wants to.
Phase two of Eric's tune will have the water/air intercooler in place and functioning and the tune will be revised based on those real world diving IAT's. We may not have to make any changes but untill the data is in no one really knows.
I hope this helps to clear things up I am not attacking anyones opinion, but with only a few facts and I am sure the best intentions for the health of Eric's motors some of you guys made some very big assumptions. I am a firm believer in record data, tune, record data, tune, record data, tune, record data ...... I am not good enough of a tuner to tune a NSX in three pulls and test for as many variables as possible, maybe someone out there is but not me.