BC1 400 W2A vs A2A vs No Aftercooling

I’ll soon be approaching the tear down and build of a BC1 400, CPL 393. The goal, is modest, with around 450hp. I think the consensus would be to go with A2A. Bolting on an N14 intake manifold is a nonissue, however, this engine is for a IH 4070B, so there is lack of area to mount a charge air cooler, up front. Ive seen folks mount them on top of the frame behind the cab. The size of the charge air cooler matters but to what extent? I’ll probably run a HT60 on this unit, no matter what route I go.
If I decide to leave it W2A, obviously it’s the original playbook, except for the HT60. I’ve had some folks tell me to rid myself of the W2A system, as it slows boost down. Implying, go with the HT60, plug off the coolant going to the W2A core or find an old NT style intake manifold and use it. Is there that much benefit on a BC, to have W2A vs. no aftercooling? Not any enormous hills or mountains in my area, my FIL is an experienced driver of old mechanical engines, so I’m not to worried about problems from excessive EGT’s. Truck will have a 15 speed and I believe, 3.73 rears, on tall 24’s.

 

I agree with air flow across and through the core. I’d think it’d still be cooler than air surrounding a core with 180-200* coolant.

 

I’m pretty sure I mentioned such a scenario about Cat’s before and woreout, suggested just leave the W2A alone if that’s what it has and the same if it was an existing A2A. In that instance, I was comparing a 7FB W2A 400 to, a 4MG A2A 400. I’m just asking the initial questions, as there may be some different facts or opinions, for BC’s.

 

Yes sir, but the air behind the cab of a truck, is surely cooler than inside the W2A exchanger, on the side of an engine.