Quote:
Originally Posted by radz28
That's super interesting. I see a lot of comments, like you already said, and seeing what you have here sheds some light. VERY interesting.
It'd also be interesting to see how they compare just put'ting down the freeway, same speed, no load. I know I see my MAT/IAT/IAT2s run high, because there's not much air demand under those conditions, but they start falling as soon as there's load and speed. I don't know if this is asking too much, and it's not like I'm going to swap anyways, but it'd just be interesting to see is all.
Thanks for sharing.
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Cruising down the hwy the P1x was showing about 10-15 degrees cooler. 110 vs 120-125 on a hot humid day. Normally around here when the temp hits 85-90 it's super humid. Heat index can easily be 10-15 degrees above actual. The P1x seems to cool down faster as well. My guess is the P1x is simply spinning a lot harder as Parish mentioned even with the out of the box pulley compared to the Whipple pullied down 1 size. So the P1x is pretty much is at it's limits @ 9.5psi on a hot day without some meth to cool the charge. The way everybody talks on the net I was expecting the P1x to crush my Whipple on temps but that wasn't the case...not even close.
One thing to note about PD stuff is making sure the IC cooling system is bleed properly so there is no air. That makes a huge difference on air temps.
Quote:
Originally Posted by NW-99SS
What sensors are used to calculate MAT?
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I believe on the SS IAT/Baro/ECT. The IAT sensor is normally broke out of the MAF and located on the lower manifold of the supercharger with PD stuff. I am not sure where it's placed on a Centri kit. I'll have to look and the P1x setup.