IAT compensation Vs Additional fueling to lower compression temps

Increased intake temperatures being less dense require less fuel, but when do we get to the point where the intake temperatures are so hot that we need additional fuel to lower the mixture/compression temperature?

in a intercooled engine normally that is around 70-80 deg c then stop and fix the cooling issue before tuning further

Regards Ross

Replying to this as it's a topic i constantly have on my mind, and here in Texas with ambient temps at the track in the summer(june-sept) being 100-115f(Mike knows this!!), and the air is just as hot, there is only so much most people can do. At some point budget becomes an issue and/or the limitations of the cars ecu or whatever management people are running. So, depending on the cars abilities and what is happening, I am bit aggressive for well sorted cars, but most of my customers, especially locally, run E60-E98. I'm less pushy with NA cars than FI cars. For most guys though, at 60c I am starting to boost limit on FI cars and be more thoughtful on the NA cars.

Something I have been seeing more of now with a group of ice racers up in Alaska and NW Canada, is IAT's barely getting up to or past freezing. Some of these guys race in single digit temps and below at night, and it is wild AF. Been a cool experience seeing the data, how it affects/effects timing/fueling/boost, etc.

I will never consider myself a professional, and I live in a niche world of vw/audi/porsche and even then very specific there lol.

So I would love to see this topic discussed more. There are so many things to consider. What fuel? Where is the IAT sensor? FI vs NA, and then base compression levels with those things, and so on and so forth.

Can always have fun and then add in elevation and humidity. Love the data.