The Super Bee MF103 that got our first production unit came in for a checkup today to make sure everything is perfect.

I drove the 2010 LS3 for about 20 miles and the sound is fantastic. What a roar.

I video recorded the Intake Air Temps with our Beehive heat shield installed, but NO cutouts. The Beehive does not require the cutouts, but they obviously would bring down IATs faster.

79F today in sunny Wisconsin.

Video quality at 240 right now, but will improve over the next half hour:

 

Was this done in a GS with the NACA duct?

 

Exactly the same thing I noticed yesterday and posted in another thread. Awesome unit, delivers as promised!

 

I agree. This unit Rocks.

 

No, this is the standard C6. No cutouts at all. The Beehive is not sealed so it still breaths indirect airflow from the bottom. While not as efficiently as the NACA ducting or two side ports, still keeps IAT cool.

Jim

 

http://www.youtube.com/user/badtbon?feature=mhee#p/u

 

Would be interesting to see what the temps read at idle for a period of time. My Airaid runs within a couple degrees of ambient moving at that speed. My problem comes in the staging lanes with hood closed. As an example, with engine fully warmed up I recorded with my HPT 118* IAT, 80* ambient idling just over 6 minutes in the staging lanes hood closed.

 

Our LS3 belonged to a customer that did not want any cutting, so we'll have to wait for someone to test that.

I can tell you that it rises 10 degrees from ambient in 60 seconds on our Z06, but that is with a NACA duct that has been hogged out.

If we sit facing a gentle breeze, temps stay around +4 for 5 minutes, but dead airflow is just that.

What you are going through is heat soak into the bottom of the airbridge which resides directly over the radiator hose. That is an additional benefit in relocation of the MAF/IAT sensor forward shielded under the Beehive from heat.

Without the Beehive, the stock motor will increase +50 degrees during hot staging with hot air systems.

Remember the ECMs is commanded to start pulling timing at 86F up to -12 degrees at around 135F

ECT timing (coolant temp) begins to pull timing at 212F.

Air density at 130 vs. 86 is 44 degrees lost to heat, and that is 4.4% power loss due to air density loss.

If you car pings under any of those conditions, there is a knock count that will relegate your timing from High Octane tables to Low Octane tables, where it REMAINs until you refill your gas tank. That triggers High Octane again, looking at knock, and if the count is ok, then it stays in HO.

Can you see why tuning is vital on cars with a mission? Anyone that dynos there car with stock tuning, can expect swings as much as 30 RWHP on the same motor, just from all the GM safety protocol. Even our 15 HP can get lost in that much protocol, which is why we have Katech do all dyno testing from the beginning to eliminate all correction and ECM intervention from the results. They dynoed our intake under strict clean room, and exactly duplicating all conditions, from water temp, oil temp, air temp, air density, and humidity. That way the dyno results reflect only the increase in airflow that their MEFI computer can dial in the best power by adding fuel or decreasing fuel until they get their best pull.

Interestingly, the stock LS7 intake gets best power from this system, which biases it since in the real world the factory ECM is so overcompensating toward saftey in the 120 deserts, that normal driving in normal areas suffer greatly from the overly rich 11.5:1 WOT air fuel ratio.

On the dyno, you have the additional nutty safety program called Cat Over Temp Protection fuel enrichment. This is based on O2 sensor temps. When they hit 1600+ degrees, more fuel is added to the already rich 11.8:1 factory ratio. There are three steps. Each adding more fuel until the cat temps decrease. As much as 20.5% more fuel can be added on the dyno. This protocol happens at the track and street, but not until around mid 3rd gear. So instead of 11.8:1, you are at 9.8:1 air fuel ratio. Just about right for E85, but not E10. E10 makes best power at around 12.3:1; E0 at around 12.5:1 on 93 Octane.

This is a dyno on a 2010 Z06 done in early 2010 by Excessive Autosports in SD. They do tuning and installs for Jerry's Chevrolet. 91 Octane. They tuned this Super Bee since the customer was doing headers later anyway.

The stock pull was done with 10 miles on the odometer, 2 more degrees timing (remember 91 Octane) and air fuel in OL at 12.3:1: +33 RWHP. This was not a freak. I have several other dynos by other shops that show the same results:

 

I would have to test mine for 60 seconds to see what rise I get for comparison. Was your test with engine at operating temps prior to the 60 seconds test? The engine tends to radiate heat toward the filter is my reason for having operating temperature prior to test. Your shielding should help this problem.

My suggestion to assimilate my test where I measured 118* is to bring engine up to operating temp, hood open, close hood and idle for 6 minutes, measure IAT.

 

Unless Katech is dyno testing another intake, their dyno baseline intake is the Halltech intake. See the dyno picture. We are sending them the new Super Bee MF103 for their baseline intake.

The CTS-V770 project is Halltech's CTS-V setup by Katech to run E85. This was a joint project between Halltech and Katech, and the results put the power/weight on par with the ZR1.

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