[LiqTenExp]

Guys,

Magnuson 2300 setup with H/C/LT.

My IAT1 and IAT2 temperatures make sense, the MAT temperatures don't and it is impacting my timing via IAT Advance table pulling timing big time. The LT4 uses MAT pid and not IAT2, correct? And that is calculated from IAT1, IAT2, and ECT?

I see a 6 degree rise from IAT1 to IAT2, ECT is <200°F (not shown). To me that means my IC is working well.

My MAT just creeps the entire run and will settle around 170-180 or so worst case under cruise conditions. In the case of the run below it was towards the end of a log and was 192°F.

How does MAT jump +113°F higher from IAT2? I don't see how how within the manifold it jumps that high when it only increased +6°F going through a hot supercharger compressing air with "hot" IC coolant flowing through it.

Ignore the total mis, it is from decel event with cam.

What are people doing in their spark tables? I can't have negative timing, might as well get out and push. Screen shot below is a messy 1-3 pull, TC/SC off, lots of wheel spin in 1st, then 2nd, and finally 3rd. 2nd and 3rd gear have so much timing pulled that the car doesn't get out of its own way.

[KingLT1]

Have you checked to make sure there is no air pockets in your cooling system for the intercooler? Probably not the issue but figured I would start there.


The negative spark is contributing to making it run hot because the engine is laboring.


May I ask who tuned this?

[LiqTenExp]

IAT2 is within 10°F of IAT1, intercooler is working.

[KingLT1]

Referencing my Brother's H/C C7Z with a Maggie 2300 on a 75mm pulley. His car doesn't have negative spark anywhere, has a little cooler MAT's, and sees 20-21 degrees timing @ WOT on E60.

I will say the Maggie 2300 runs pretty warm. His cruises around 140 MAT on a 75-80 degree day and jumps up to 170 after a pull, then cools back down to 140's a couple miles down the road of cruising. I would expect a ZL1 to run cooler as it gets a bit more airflow.


Far as the negative spark, it's hard to say without seeing a full log and tune file.

[LiqTenExp]

Are there any adjustments/biases that need to be messed when swapping between stock blower to 2300 blower? My MAT #s don't make sense.

[KingLT1]

I set the IAT vs spark to not pull timing until 154 degrees where it pulls -1, then -3 for the next temp threshold, -6, -9...etc

I still don't think that will fix your issue though. Your blower seems to be running excessively hot.

That is why I mentioned checking the IC. Not sure if you can guage if the IC is working properly by IAT. The excessively high MAT tells me there is air in the system.

[LiqTenExp]

Isn't MAT calculated via IAT1/2 and ECT? Wasn't aware that it is an actual sensor? To me MAT is following ECT more than anything.

[LiqTenExp]

Ok, educated by my installers (Tune Time Performance).

With the updated Magnuson 2300 they divorce the TMAP temperature sensor and install one in cylinder 2. MAT = real not calculated.

IAT1 = MAF
IAT2 = N/A (not real data)
MAT = Temp sensor in cylinder 2

I ran low on coolant.

[Joshinator99]

Originally Posted by LiqTenExp

Ok, educated by my installers (Tune Time Performance).

With the updated Magnuson 2300 they divorce the TMAP temperature sensor and install one in cylinder 2. MAT = real not calculated.

IAT1 = MAF
IAT2 = N/A (not real data)
MAT = Temp sensor in cylinder 2

I ran low on coolant.

KingLT1 takes cash or checks....

[Dan82679]

Doesn't the Zl1 have Two Mat temp pids? One is the actual thermostat and the other is the calculated Mat.

[KingLT1]

Originally Posted by Joshinator99

KingLT1 takes cash or checks....

[LiqTenExp]

Originally Posted by KingLT1

Now if you had said those magnuson 2300 had an update through production where they disjointed the TMAP temperature sensor and used one from a CTSV in cylinder #2 runner you might have gotten something

[LiqTenExp]

BTW with mid 65F going in I was 120-140F. I was 120s cruising on highway, 130s when messing around and 140s when in the rural <40 mph roads. This is a little better than 180-200

[KingLT1]

All aftermarket PD superchargers use a breakout harness and place a sensor in the Supercharger manifold to take a temp reading. What I said was spot on...A simple Thanks would of been sufficient.