[ZR1] IAT2's The Good...the Bad...and UGLY
07-22-2014, 09:18 PM
#82
Le Mans Master
The simplest way to reduce IAT 1s is to reduce the restriction pre blower. The less pressure difference over the blower means less work for it to do and thus lower IAT1s, or more boost pressure. You pick one, not both! 
the supercharger will still be pumping in a load of heat no matter what you do. The only way to reduce IAT1s and get more boost is to fit a more efficient blower.
This is why you often see an increase in boost with the filter off. The pressure difference remains the same (let's say 2 x atmospheric pressure) but as you have increased the air pressure the blower is seeing you net more boost post blower.
You could look to chemically cool the air BEFORE the rotors using either meth injection or water. Both should work well.
I still ask the question are IAT1s that important? Surely the main focus should be on IAT2 as that is the air we are bothered about.
the supercharger will still be pumping in a load of heat no matter what you do. The only way to reduce IAT1s and get more boost is to fit a more efficient blower. This is why you often see an increase in boost with the filter off. The pressure difference remains the same (let's say 2 x atmospheric pressure) but as you have increased the air pressure the blower is seeing you net more boost post blower.
You could look to chemically cool the air BEFORE the rotors using either meth injection or water. Both should work well.
I still ask the question are IAT1s that important? Surely the main focus should be on IAT2 as that is the air we are bothered about.
So, you're saying that an engine ingesting air from an oven (say 250 degrees) is no different than one ingesting air from a freezer (maybe 20 degrees) as long as there's no restriction? Why isn't feeding the engine cooler air the simplest way to reduce IAT 1's?
07-23-2014, 01:12 AM
#83
I'm not following you, but I'm a dumbass So, you're saying that an engine ingesting air from an oven (say 250 degrees) is no different than one ingesting air from a freezer (maybe 20 degrees) as long as there's no restriction?
Why isn't feeding the engine cooler air the simplest way to reduce IAT 1's?
So, you're saying that an engine ingesting air from an oven (say 250 degrees) is no different than one ingesting air from a freezer (maybe 20 degrees) as long as there's no restriction? Why isn't feeding the engine cooler air the simplest way to reduce IAT 1's?
Your right, feeding the blower with 1 degrees kelvin air would be the best thing you could do for both IAT1 and 2 temps. However that's never going to happen!
also you have fairly limited control of the ambient air temp. However it's important, as with any engine, to ensure the air pick is in the coolest, highest air pressure location. This is normal in the headlight area as closer to the road is often hotter! What I was getting at is IAT1 are pretty pointless measurement. The blower is putting in xxx amount if energy into the intake air which will cause a similar increase in temp no matter what the starting temp is. So if you measure the inlet to the SC and IAT2 temps you have both ends of the system covered. Plus the key temperature is the IAT2 as that's what the engines is actually seeing.
So going back to your point who cares if iat 1 is 300 degrees if iat2 are only 20 degrees above ambient?
Dose that make more sense?
07-23-2014, 08:30 PM
#84
Melting Slicks
Member Since: Mar 2007
Location: Santa Barbara CA
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Sorry it's probably me not explaining myself very well.
Your right, feeding the blower with 1 degrees kelvin air would be the best thing you could do for both IAT1 and 2 temps. However that's never going to happen! also you have fairly limited control of the ambient air temp. However it's important, as with any engine, to ensure the air pick is in the coolest, highest air pressure location. This is normal in the headlight area as closer to the road is often hotter!
What I was getting at is IAT1 are pretty pointless measurement. The blower is putting in xxx amount if energy into the intake air which will cause a similar increase in temp no matter what the starting temp is. So if you measure the inlet to the SC and IAT2 temps you have both ends of the system covered. Plus the key temperature is the IAT2 as that's what the engines is actually seeing.
So going back to your point who cares if iat 1 is 300 degrees if iat2 are only 20 degrees above ambient?
Dose that make more sense?
Your right, feeding the blower with 1 degrees kelvin air would be the best thing you could do for both IAT1 and 2 temps. However that's never going to happen!
also you have fairly limited control of the ambient air temp. However it's important, as with any engine, to ensure the air pick is in the coolest, highest air pressure location. This is normal in the headlight area as closer to the road is often hotter! What I was getting at is IAT1 are pretty pointless measurement. The blower is putting in xxx amount if energy into the intake air which will cause a similar increase in temp no matter what the starting temp is. So if you measure the inlet to the SC and IAT2 temps you have both ends of the system covered. Plus the key temperature is the IAT2 as that's what the engines is actually seeing.
So going back to your point who cares if iat 1 is 300 degrees if iat2 are only 20 degrees above ambient?
Dose that make more sense?
I'm not sure if this was originally a response to my looking at blocking out engine bay heat from my air filter... but I'd like to believe that the cooler the air we can feed the blower, the better. You're right in that the blower is going to heat up the air no matter what, but I'd think the blower would be more efficient if it's sucking in ambient air vs. +30 degree air from the engine bay. I've seen this same argument with the turbo BMW guys, but I still prefer to get the coldest air I can in a given situation.
For the record, I don't have an IAT 1 measurement I can log. My OEM MAF has the IAT sensor, but it's bypassed. My E38 PCM doesn't have the capability to have two IAT readings. All I log is what you ZR1 guys call IAT 2, which is mounted in my blower housing after the intercooler. And that is what ultimately matters.
I like the idea of having a shroud to block out engine bay heat and help make the blower and intercooler system have an easier life, but not if it's at the expense of inlet restriction. Sounds like that Lingenfelter shroud is a restriction -- at least at higher power levels. So that's probably a deal killer for me.
I will be spraying meth before the throttle body, so maybe it isn't something I need to be worried about.
07-24-2014, 12:32 PM
#87
Melting Slicks
07-25-2014, 11:39 AM
#90
08-06-2014, 05:19 PM
#92
Drifting
Bringing this back up...
What would one consider "normal" IAT2 temps under sustained hard abuse?
I hit 173 or so after multiple laps at sebring in 100* heat, and thinking I need to get that down. trying to avoid going to meth/water injection, and I have drew's HE setup already.
Thanks
What would one consider "normal" IAT2 temps under sustained hard abuse?
I hit 173 or so after multiple laps at sebring in 100* heat, and thinking I need to get that down. trying to avoid going to meth/water injection, and I have drew's HE setup already.
Thanks
08-06-2014, 06:05 PM
#93
Bringing this back up...
What would one consider "normal" IAT2 temps under sustained hard abuse?
I hit 173 or so after multiple laps at sebring in 100* heat, and thinking I need to get that down. trying to avoid going to meth/water injection, and I have drew's HE setup already.
Thanks
What would one consider "normal" IAT2 temps under sustained hard abuse?
I hit 173 or so after multiple laps at sebring in 100* heat, and thinking I need to get that down. trying to avoid going to meth/water injection, and I have drew's HE setup already.
Thanks
09-12-2014, 12:19 AM
#96
Melting Slicks
Thread Starter
Member Since: Jun 2009
Location: Naperville/Palm Beach IL/FL
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No challenges in tuning...
I want Straightline to build me a 5" for same location this is a 4" that I might get ride of.
I want Straightline to build me a 5" for same location this is a 4" that I might get ride of.
Ok You Are Crazy 
!
But a couple of questions on this intake.
Any challenges tuning/calibrating the MAF ?
Did you box the cross member you cut that great big hole in ?
And lastly could you get another intake tube like that built for me if I decide to go that way ?
Any other suggestions to reduce IAT1 that is not quite so radical VS using the LPE shroud ?
Cheers,
Rob
!But a couple of questions on this intake.
Any challenges tuning/calibrating the MAF ?
Did you box the cross member you cut that great big hole in ?
And lastly could you get another intake tube like that built for me if I decide to go that way ?
Any other suggestions to reduce IAT1 that is not quite so radical VS using the LPE shroud ?
Cheers,
Rob
09-12-2014, 02:23 AM
#97
09-30-2014, 12:06 PM
#100