Does anybody know if moving this senson to a cooler location would make more power or not. i know its a trick the gas job trucks use on the 360cid trucks to get a richer micture and advance the timing a little after lots of intake and exhaust mods. i am wondering because my truck always seems more powerfull when i first start to drive it when it is a little bit colder.maybe its the tranny fluid thats a bit stiffer. i am guessing that when the sensor detects a lot hotter boosted air it fuels a small amount less knowing that the air is not as dense and maybe adjusts timing in a similar fashion.

 

Answer is yes to the power, but not much. I've seen IATs relocated to the air cleaner. Findfing the right receptacle ends is the tough part of wiring it there for a simple plug-in installation.

 

Why not leave the sensor where it s at and hook a potentiometer into the connector. Put the pot in the cab and adjust is for what ever temp you want to fool the truck into thinking it is. There is a chart on dodgeram.info. More control, less crap.

Randy

 

Sounds like a good idea but I cant find the chart you refer to.

Mooseman

 

You still have to pull it out to clean it....A Royal PITA, for us guys with short arms.

 

I was thinking of moving mine to the intake elbow just for ease of checking. Think its hard to get at on a stock vehicle, you should see with a power steering res where the filter usually goes and an 1 1/2 air compressor hose going into the plug beside it.

 

It would not matter how dirty it got with my idea. It would no longer talk to anything. You could take it out and put a plug in the hole. The poteniometer would handle it.

Here is the link to the chart and cleaning procedures.

http://dodgeram.org/tech/dsl/sensors/IAT/clean.htm

There is a limit to the value range the computer thinks is normal. It should be able to sense down to -40 ish with out problem due to that being with-in some operating enviroments. With-out liqued nitrogen it would be hard to expand the scale. I can probably accomplish this it you really want to know, but someone fimilar with the programing (marco) would be able to tell you.

Randy

 

I personally tested this theory on the dyno with a 11 sec '94 Formula I used to run and it actually took power away. First I never got the point... By moving the IAT sensor out into the airbox or fooling it with a resistor into thinking the intake charge is cooler than what it reads in the stock location, you're telling the computer to run the car fat... What the hell? Lean is fast in gassers... Period. Fat is safe and skinny is fast. I saw JET and Hypertech , etc selling those things for $50 and just laughed. The theory might work on a diesel though.

 

Actually gas engines make the most power running just slightly rich.

 

I would prefer slightly rich on a gasser instead of slighty lean.

 

Duh, I should have read your post a little more cloely. Interesting idea Randy.

 

AZCRAWLER, was it charged intake? We vary the air pressure in the manifold with the turbo. With natural you are stuck with whats there. With a diesel you basically change the mixture to increase R.P.M. More pedal, more fuel, more air. If you have to much fuel you can back off the pedal. There are times like spooling the turbo and others that over fueling increase power (and does it faster) then ideal mixture.

The problem with this is that as discussed in other threads the is the fuel/timing curves in the ECM vary based on air temp, boost, RPM, water temp (assume). But that is an issue with all foolers. Boxs have these variation built into them. The pot is adjusted by hand and the resistor is fixed. Thats not to say a GENERIC setting won't show improvement, but it could degrade. It would take some testing to get it set and everytime the weather changed it be off. Adjusting with the pedal would be a constant challange to get performance.

I'm all for easy improvment, but some aren't worth the hassle. While it only costs $2.00 in materials for boxs and much less than $30 in labor, the benefits are worth the price inflated prices.

Randy

 

You're kidding right? As for "preferring" to run a motor slightly fat... I think most people would agree. As most race motors (especially turbo, supercharger and squeezed), they're broken in rich... You start out rich and retarded which is essentially a margin of safety... It accounts for any flat or lean spots in fueling and any over zealousness in timing. After you get the car tuned & running predictably, what do you start doing? You start pulling fuel out and pushing the timing up... Lean and advanced IS faster in a gasser... Riskier? Yes. Slower? No. Only in heavily fat gas motors will you see Black smoke, but that doesn't mean it's not passing unburnt fuel through in considerable amounts.

Would the IAT relocate in a motor that has detonation issues and difficulty running decent timing advance help? Yes it would somewhat. Would it help in a vehicle otherwise running perfectly fine for a performance adder. There's NO WAY. I've PROVEN it. As the IAT got cooler the motor dropped HP... Heck, I even laid the IAT on the facia right in front dyno cooling fan. Now technically with the cooler IAT signal, the computer should advance timing, which it does, but in nowhere near enough to fully compensate for the additional fuel and net extra HP... Manufacturers tend to program their cars to run richer as the thermometer drops.

Anyway, that's one of my grossly simplified version of learnings I gathered through 15 years of building & racing GM ODB motors... But different strokes for different folks.

 

newriver... Nope. Completely barometrically controlled aspiration ... Except for the n2o, which is independant of intake pressures upstream of the combustion chamber and wasn't used on those particular dyno pulls anyway. Moving the IAT closer to the output of the intercooler is the only realistic change I can see someone trying, but I believe it would do little to nothing... Moving it to the intake of the intercooler would be pulling fuel due to the higher temps... Let's not even get into moving it to the vacuum side of the compressor .

 

but would it hurt performance moving it from the head to the elbow that feeds the head?