IAT Sensor to the intake manifold relocation on a C7
08-29-2015, 02:53 PM
#1
Instructor
Thread Starter
IAT Sensor to the intake manifold relocation on a C7
Has anyone done a relocation of the IAT Sensor to the intake manifold using Caspers Electronics breakout cable and IAT sensor for the C7, specifically where you located it? I’ve seen a lot of C6 applications, but nothing on a C7. Pictures if you have them please.
Also, does anyone know the thread size of the IAT sensor in question for drilling and tapping purposes?
.
Also, does anyone know the thread size of the IAT sensor in question for drilling and tapping purposes?
.
08-29-2015, 04:00 PM
#2
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Tech Contributor
Has anyone done a relocation of the IAT Sensor to the intake manifold using Caspers Electronics breakout cable and IAT sensor for the C7, specifically where you located it? I’ve seen a lot of C6 applications, but nothing on a C7. Pictures if you have them please.
Also, does anyone know the thread size of the IAT sensor in question for drilling and tapping purposes?
.
Also, does anyone know the thread size of the IAT sensor in question for drilling and tapping purposes?
.
02-17-2016, 02:12 PM
#4
I have a procharger kit with iat relocation..and meth
Not much room up top of pipe to fit iat and meth after maf sensor...any ideas?
Not much room up top of pipe to fit iat and meth after maf sensor...any ideas?
02-17-2016, 05:28 PM
#5
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most of us have put them in the intake pipe right at the curve to the TB. you could install it in the im if you want next the the TB horizontally pointing toward the firewall but not sure why you would.
my maf, iat, and meth nozzle are all right there.
my maf, iat, and meth nozzle are all right there.
Last edited by Higgs Boson; 02-17-2016 at 05:28 PM.
02-17-2016, 06:10 PM
#6
Also i was thinking putting the iat in the rubber coupler to the tb and put the nozzle at least 6 " before the iat...
02-17-2016, 06:21 PM
#7
Instructor
Thread Starter
Higgs, So you're saying place it downstream from the MAF Sensor at the curve (see photo, here X marks the spot)?
Has this location helped with IAT heat soak problems? If so, to what extent?
Thanks for your input.
02-17-2016, 07:02 PM
#8
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It seems like it doesn't have heat soak issues but I never ran it with the IAT in the MAF with the supercharger, it's always been this way.
02-17-2016, 08:04 PM
#10
..prefer bolting to the silicone boot
Last edited by blown81bu; 02-17-2016 at 08:05 PM.
02-17-2016, 08:06 PM
#11
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Thread Starter
Where did you end up placing the iat?
Did you try any other heat resistant material like the stuff people are using for the air intake system and water hoses?
02-17-2016, 08:30 PM
#12
02-17-2016, 08:31 PM
#13
Pretty good spot behind the Arab on the intake... Won't heat soak and sees constant airflow behind the throttle blade...
02-17-2016, 08:37 PM
#14
02-17-2016, 08:48 PM
#15
Doesn't matter... Just needs to be after the maf sensor.
02-17-2016, 08:53 PM
#16
02-18-2016, 12:16 AM
#17
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St. Jude Donor '13-'14-'15
If you are doing the relocation to eliminate false IAT temps due to heat soak---( either on a SC application or a stock N/A system) The end results of these false readings of most concern is the timing removal due to these high temps
This was always an issue with most any LS application even on Silverado trucks---however with these new DI engines it seems the IAT temps spike even higher--
On my older c5 and c6's the IAT would spike to about 120* but on my C7 it goes up even further to about 140*---
The way we fixed this false reading then and still now is the same---By massaging the IAT spark deduction table in the tune so it doesn't remove any timing up to around 130* at WOT and then also remove about 1/2 of the deductions at P/T as well-----By data logging your IAT temps in city traffic you can normally tell when the IAT temps are false--Like on a 70* day and they read 130* !!!
A trial and error method works best---If you remove to much of the deducts you should hear pinging or see KR on the data logger--then add some of it back in---
PS It is not uncommon to see about 7-8* of timing deduction on a stock tune when the IAT's spike to 130* --This jumping around of deductions would make it extremely difficult to tune a SC engine where timing consistency is so important to prevent engine damage----
This was always an issue with most any LS application even on Silverado trucks---however with these new DI engines it seems the IAT temps spike even higher--
On my older c5 and c6's the IAT would spike to about 120* but on my C7 it goes up even further to about 140*---
The way we fixed this false reading then and still now is the same---By massaging the IAT spark deduction table in the tune so it doesn't remove any timing up to around 130* at WOT and then also remove about 1/2 of the deductions at P/T as well-----By data logging your IAT temps in city traffic you can normally tell when the IAT temps are false--Like on a 70* day and they read 130* !!!
A trial and error method works best---If you remove to much of the deducts you should hear pinging or see KR on the data logger--then add some of it back in---
PS It is not uncommon to see about 7-8* of timing deduction on a stock tune when the IAT's spike to 130* --This jumping around of deductions would make it extremely difficult to tune a SC engine where timing consistency is so important to prevent engine damage----
05-06-2017, 12:25 PM
#18
mine is an ECS kit. I can share a pic, yes.
My sensor is right between the X and the MAF and the meth nozzle is between the IAT and the TB, so I am not spraying the IAT sensor with meth.
It seems like it doesn't have heat soak issues but I never ran it with the IAT in the MAF with the supercharger, it's always been this way.
My sensor is right between the X and the MAF and the meth nozzle is between the IAT and the TB, so I am not spraying the IAT sensor with meth.
It seems like it doesn't have heat soak issues but I never ran it with the IAT in the MAF with the supercharger, it's always been this way.
05-06-2017, 10:42 PM
#19
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the only thing you get the ability to do by spraying the iat sensor with meth is using the cold columns of the IAT table to add more spark lead. I wasn't using the meth to get more spark lead, like everyone else who runs out of fuel on these cars I was using the meth for fueling.
if the meth pump fails on a meth dependent car then, yes, it could be a big problem, but the IAT sensor has nothing to do with that. It's one of the reasons I am anti-meth, in general.
Last edited by Higgs Boson; 05-06-2017 at 10:45 PM.
05-14-2017, 11:28 PM
#20
how does an intake air temperature sensor prevent your car from blowing up?
the only thing you get the ability to do by spraying the iat sensor with meth is using the cold columns of the IAT table to add more spark lead. I wasn't using the meth to get more spark lead, like everyone else who runs out of fuel on these cars I was using the meth for fueling.
if the meth pump fails on a meth dependent car then, yes, it could be a big problem, but the IAT sensor has nothing to do with that. It's one of the reasons I am anti-meth, in general.
the only thing you get the ability to do by spraying the iat sensor with meth is using the cold columns of the IAT table to add more spark lead. I wasn't using the meth to get more spark lead, like everyone else who runs out of fuel on these cars I was using the meth for fueling.
if the meth pump fails on a meth dependent car then, yes, it could be a big problem, but the IAT sensor has nothing to do with that. It's one of the reasons I am anti-meth, in general.
my tuner and ECS said if I put a baro sensor on then my car will be saved if meth stops running. sounds legit to me. dont think you know what your talking about.