Not at all…no worries.

At 6’4”/220, I’m obviously not overly concerned with a pound either way. I welcome the opportunity to contribute, however minimally, to your thread and this forum.

One can figure the fluid capacity is about tripled from the OE ~23 ounce specification, whether it be from a LET or Code3 heat exchanger. Nonetheless, the total increase in sprung mass is less than ten pounds.

The instigating data prompting an increase in charge air circuit heat dissipation capacity in my C32 was the ‘artificial’ performance degradation experienced during spirited (off highway) operation. When our Bosch DME 2.8.1 senses IATs rising above its specific programmed thresholds, it conservatively reduces spark advance and increases mixture strength to preserve the engine’s longevity. Rightly so, I must disclose. AMG had to allow for the misguided pilot choosing to refill his ride from the 87 octane pump. These output-reducing adjustments invariably occur regardless of its fuel’s anti-knock index. Properly controlling intake air temperatures are all the more important when utilizing increased supercharger boost pressure, as so many of us have opted to exploit.

As with any modification, it is a compromise. Only you can best determine if it’s right for you.