I did a test and saw the temp was 154-162 is this too hot? Btw got 2.8 KB supporting mods at 662rwhp cai is an engine bay style. K&n.... Is it sucking in bay heat and should I get fender style cai like high boost?
Downstream air temp too hot?
- Thread starter Postal Pimp
- Start date
If you were stuck in traffic and it got that high a cold air intake would help. If you just did a bunch of pulls it could also get high like that. If you were just cruising I would check and make sure your intercooler pump is functioning properly.
Was doin normal cruisin maybe a few pulls around town but nothing crazy...as for pump its new just replaced it last month.
I recently removed a K&N FIPK and did some comparisons with a fender mounted CAI. While the inlet temps will stay closer to ambient with the CAI, the IAT2 temps still creep up with both. Just the nature of the beast.
There's a bunch on P.42 of the build thread with the numbers:
http://www.modularfords.com/threads/236857-Aluminator-Gibtec-build
There's a bunch on P.42 of the build thread with the numbers:
http://www.modularfords.com/threads/236857-Aluminator-Gibtec-build
While datalogging my email tune a week ago my downstreams were running 140-142° so the car was pulling timing over 120°. The PCM was doing it's job but I thought there might be a problem with the stock HE. At the car wash I sprayed the HE and radiator with bug and tar remover, pre-soak, high pressure wash, high pressure rinse and finally no spot rinse. Took the car home straightened out the HE fins and used my dental picks to remove rocks and anything else that could impede airflow. Lastly, I slowly added 4 ounces of Amsoil Coolant Boost to my IC tank while it was circulating. I generally don't like using additives but I wanted the temps down long enough to get the tune finished. During the last WOT pull my IATs logged at 112-116°. This is on the stock HE and IC tank with ported Eaton setup.
If your IAT2 was 154-160, what were your IAT1s? I always track the difference between the two. For example, yesterday when the temp was 90-95 here, my IAT1s were running slightly under 100 while my IAT2s were 119-123 while cruising, bearing in mind I'm running a Paxton with a 3.15 pulley and getting my IAT2s from the hottest spot at the back of the intake manifold. I also found that installing some hood vents lowered the difference between my IAT1s and IAT2s by 2-4 degrees.
Did another test and it was around 132-134 cruising and then hit it hard, it went to 146 then Went back to cruise it was 132 again so I think I'm ok....for now
From what I've read\heard 160+ is the official problem zone.
Can you elaborate on "problem zone"?
I was hitting 165-170 IAT2's while road coursing this past week during the last few laps of sessions, after WOT front/back straights. ambient temps were mid 90's, high humidity.
The car definitely felt like it was down in power vs early laps, is there any other threat other than PCM pulling timing?
I have afco double pass.
FYI, ported/pullied M122 2011 GT500 guy had no heat issues, actually said he was running with AC on....
What blower\pulley setup? If your on pump gas probably not much you can do in a situation like that other than maybe run some additive to increase octane to help stabilize things and hopefully avoid knock\detonation. Another option would be a killer chiller, although I'm not sure if they are intended to be ran non-stop for a 20-30 min track session.
13 psi on 93 pump, stock lower, conservatively tuned
I thought CAI became a moot point once the car was moving...
especially if the air filter was "shielded" like a FIPK from engine bay heat and air wash, which is what I have...
Users who are viewing this thread
