[QUOTE=firemangeorge;788214]The first one is in the MAF, IAT, the 2nd one, IAT2 is in the lower charge pipe after the intercooler ahead of the TB.

map sensor = map sensor
lower charge pipe sensor= boost lo res=iat2
maf sensor= iat

Better explanation of why there are 2 from CSSOB on the HPT Site.

The computer can use the variation between the two to control KR. We don't have IAT air vs KR tables so its pre-programmed. What we really think is going on is the temp sensor at the MAF IAT1 is used to help gather density data at the point of which the MAF is reading its airflow data.

See if its before the turbo the air is denser and colder meaning more is coming in but in a relocate it will be in a hotter area meaning not as dense air, so less is coming in at that point. The changes are minor but by tagging that sensor with the MAF sensor keeps it easy to cover the minor factor changes.

IAT2 can be used for watching the IC efficiency and if in the factory MAF location the IAT2 is downstream and can be used as a density after turbo correction factor. the density as stated will be thinner at the manifold than at the factory MAF location which can change the flow characteristics just slightly.

those are just my opinion though.


Let me add that we have tables that offset the timing based on ECT (Engine Coolant Temp), IAT (Inlet air Temp) and AFR. I would have to guess as to which air temp sensor the computer is using to adjust the timing I would say IAT 2, the one after the IC ahead of the TB but I've not really intentionally logged to find out.

 

Thanks, that has been a pretty good money pit that I need to get on the road. The motor made in excess of 750 on an engine dyno with a 2bar sensor and a soft tune no meth. The Initial dyno run was to get the 2002 F-Body controller programmed enough to get the engine to run and make sure the supercharger bracket wouldn't flex or rip off. Not as many mounting bolts as I would like, I will be adding more support now that it is int the car.

I need to tune the all the tables now that it is in the car, but the car needs to be on the road...... On going process.....

The thought on the 24X LS controller is that when I break the LT1 I'll put together an LSX motor. All the wiring will be done at that point. So it says in the fine print.

 

i have the zzp. it will mess up your ecm unless you add a screen before the maf.
inside the pipe
my initial response was positive. if heat is an issue there are options to allow air to enter the filter as it sits beside the condenser.

 

This pipe fits perfect between hood latch metal frame and radiator allowing cold fresh ram air volume with the OEM air box worked great on my ss it did help and did ad lil

 

Gee that K&N tube is just like my set up.
But I got the idea from other members on this sight

Did you have to cut a hole for that in your stock air box on the SS?

 

No hole there in the stock airbox Steve.

 

How do you keep that thing so clean?

 

Actually. My SS is never driven in the rain or on wet streets. Only has 45k miles.

Plus. That picture is from about 4 years ago but the engine bay is pretty much that clean now.

 

Mine is clean but not that clean. It has been caught out in the rain.... Not many times. Mine has 36K on it now. My drive to and from the office is ~ 75 miles total and that is where I've put on all the miles. When I brought it down from Michigan it was 4 years old and only had ~ 6k miles on it. Love running the back roads with it, surprises a number people and there expensive I end cars.

 

FMG has got to have the cleanest engine bay on this site! Wow that is surgery theatre clean!!