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Last edited by tickford_6 on Thu Jun 13, 2013 9:33 pm, edited 1 time in total.

Good quality research mate, I like it Keep up the good work

nice mate!
kinda liek the negative boost idea on the net somewere

Just wondering if the car was moving? Because if it's stationary when tested, you could expect the air to be colder again when it's moving...

very good research, good question twr7cx

Yeah, go Tickford 6!! Some interesting results there.

Would be cool to see temps on different days etc.

Was the car warm before you started testing?

Gidday



What is the response time of your temp probe?
ie did you hold the increased revs long enough for the probe to register a change in temp?
Some temp probes are very fast eg a k type thermocouple and others are slower but more accurate eg PDT100 platinum type.
and make sure the probe is in the actual intake air steam preferably perpendicular(90deg) to it.

This leads me to an experiment I did some months ago while trying to fault find a surging under light load problem in my EBII.

I connected a voltmeter to the Intake Air Temp sender (IAT) which is tapped into the intake manifold main runner. I probed various places with a temp probe (k type) to check the validity of the voltage readings.

Starting the car from cold the volts indicated what I expected a temp just above outside air temp.

Warming the car up, volts indicated a slow rise in temp as expected.

However Stopping the engine for about 10 min and checking volts i found that the IAT had 'soaked' to the temp of the inlet manifold.

I expected the volts to come down soon after starting the car ie air flow past IAT but this did not happen, it took somewhere between 5 to 10 minutes of constant driving at 60kmh for the IAT to give a reading in line with the actual intake air temp.

I found this phenomenon also occurs when pulled up at the lights etc.

It wouldn't be a problem at Idle or WOT as the ECU is in open loop and (corect me if I'm wrong) not using the IAT sensor.
However the period after when the ECU is in closed loop the data from the
IAT would cause a miscalculation by the ECU(assumption). It would then be compensated for by the EGO.(not exactly good engineering practice)

Anyway there was nothig wrong with the IAT after all that, it was the EGO
sensor at fault.

But from the results it's obvious that the IAT is in the wrong spot and
should be either just before or just after the throttle body mounted on a heat isolated material.

Cheers

well in thery u are correct, air flow will drag away the hot air generated by the engine and replace it with cooler air.

cool reasurce but at the moment its just all numbers 2 me.
are u testing what temps are created by different set ups based on the theory that colder induction will increade performance? if this is the case wouldnt u be better to just test the power of the car because while u get hotter air from a difernet set up it power gain might still exced the loss from the air temp.

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Last edited by tickford_6 on Thu Jun 13, 2013 9:33 pm, edited 1 time in total.

one thing that Ive found with intake positions is to get the air from as central of the car as you can. I had a setup that took air from the side vents on my Fairmont, lights are fitted in these on the fairlanes. I found by pressure testing the airbox that it had no positive effect and it actully sucked air out of the air box contrary to it providing the ram air effect as I assumed it would. The best place would be the same place as the standard airbox or similar to that on the BA XR6 that SS inductions make.