Patch how-to: manifold air temperature logging
#301
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You're telling me right? It was a huge WA-BANG with metal sound... fuel cut, because SD cuts fuel if you lose pressure. And then the car went soft and grumbly.
First thoughts... motor.
Turned out I just launched the pipe. So I limped it to an auto zone and spent an hour trying to get some *** clown to find me the right sensor. Finally walked down the road until I got wifi and cross referenced the part # myself.
IF you kill a GM AIT and NEED one from retard zone, or advanced auto crap.
Wells p/n SU107
They will most likely have it. Beats looking through 80 sensors like I was going to if the talking monkey behind the counter couldn't 'find' it or I couldn't get wifi...
Expect some slight temp variance VS your original sensor.
First thoughts... motor.
Turned out I just launched the pipe. So I limped it to an auto zone and spent an hour trying to get some *** clown to find me the right sensor. Finally walked down the road until I got wifi and cross referenced the part # myself.
IF you kill a GM AIT and NEED one from retard zone, or advanced auto crap.
Wells p/n SU107
They will most likely have it. Beats looking through 80 sensors like I was going to if the talking monkey behind the counter couldn't 'find' it or I couldn't get wifi...
Expect some slight temp variance VS your original sensor.
#302
Mr. Fred / et al -- Great post and lessons learned so far! The only questions I have are, what have you learned about the turbo, how are the various FMIC performing, and what are the benefits of switching to IAT and SD (hp ?)?
Evodad8 -- Did you ever post your tests of FMICs ?
Evodad8 -- Did you ever post your tests of FMICs ?
1) Cone filter IAT vs UICP air temp. Not sure if people realize it, but cone filters sitting in the engine compartment (typical Evo setup) raise IAT generally by at least 20 F. It would be interesting to see if post IAT temps can be below cone filter IAT under a variety of conditions.
2) IAT vs UICP air temp for an extended track session.
Repeat 1 and 2 but with the air temp sensor mounted in the IM instead of the UICP (or instead of in the UICP because ultimately, air temp in the IM is all that matters.
Last edited by mrfred; Jul 7, 2009 at 07:06 PM.
#303
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1) Cone filter IAT vs UICP air temp. Not sure if people realize it, but cone filters sitting in the engine compartment (typical Evo setup) raise IAT generally by at least 20 F. It would be interesting to see if post IAT temps can be below cone filter IAT under a variety of conditions.
I'll try to find a log, but I'm pretty sure I show UICP temps below IAT temps at the MAF. Gimme a min to find a log.
Also, after bolting in my ETS 3.5" and LICP, I was able to do just one pull to tune and gain about +25/+20 hp/tq from increased timing/resistance to knock.
Eric
#305
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I would love to see if a heat shield for a cone type / open filter matters....Originally I felt CAI was important, but given the output temperature of the turbine, I am less convinced....Either way I would love to see some data on both open element w/ and w/o heat shields as well as different FMIC results...
#306
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I would love to see if a heat shield for a cone type / open filter matters....Originally I felt CAI was important, but given the output temperature of the turbine, I am less convinced....Either way I would love to see some data on both open element w/ and w/o heat shields as well as different FMIC results...
I just remember a thread where someone posted a pic of there heat shield and the results....I thought it was this thread. Let me see if I can find it.
Edit: Here you go...look at post #6. Also, a picture is on the next page.
Last edited by l2r99gst; Jul 8, 2009 at 09:28 AM.
#307
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I already know that a heat shield makes a big difference with an open cone filter. I fabbed one up for my Eclipse years ago. If you don't have a heat shield, at idle the temps just continue to climb due to heatsoak in the engine bay. With a heat shield, the temps hover a few degrees above ambient. It helps all around, with WOT as well.
I just remember a thread where someone posted a pic of there heat shield and the results....I thought it was this thread. Let me see if I can find it.
Edit: Here you go...look at post #6. Also, a picture is on the next page.
I just remember a thread where someone posted a pic of there heat shield and the results....I thought it was this thread. Let me see if I can find it.
Edit: Here you go...look at post #6. Also, a picture is on the next page.
Also, the scales you showed read Fahrenheit -- so if someone is driving in southern Cali or AZ on a hot day (over 100) the ECU is likely pulling 1 - 2 degrees ?
Mr. Fred -- So if the IAT are 20* degrees higher at idle with an open filter (ie. Perrin), what happens once the car is moving (what is the delta then)?
Last edited by cij911; Jul 8, 2009 at 12:45 PM.
#308
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Originally Posted by cij911
Also, the scales you showed read Fahrenheit -- so if someone is driving in southern Cali or AZ on a hot day (over 100) the ECU is likely pulling 1 - 2 degrees ?.
Originally Posted by cij911
Mr. Fred -- So if the IAT are 20* degrees higher at idle with an open filter (ie. Perrin), what happens once the car is moving (what is the delta then)?
#311
As l2r99gst said, the temps drop once the car gets moving, but it does stay higher than a stock filter setup. I've got several logs from a car that I tuned, and my recollection is that for the most part, IATs on the conefilter setup (with no heat shield) were 20 deg F (or more) higher than ambient almost all the time.
#312
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As l2r99gst said, the temps drop once the car gets moving, but it does stay higher than a stock filter setup. I've got several logs from a car that I tuned, and my recollection is that for the most part, IATs on the conefilter setup (with no heat shield) were 20 deg F (or more) higher than ambient almost all the time.