[ZX-10R]

An important selling point of the Magnuson are the huge coolant banks, I'm curious to know (esp for those tracking the car), how high do your intake air temps get and how long does it take to cool back down to a reasonable value, say 120 F?

[Camaro1973]

Originally Posted by ZX-10R

An important selling point of the Magnuson are the huge coolant banks, I'm curious to know (esp for those tracking the car), how high do your intake air temps get and how long does it take to cool back down to a reasonable value, say 120 F?

I think your talking about MAT and not IAT. (Air temps after the cooling bricks)



This goes hand in hand with several factors, like ambient air temps. If its about 70degrees out. I'm lucky to see it even go past 120f. When you do work it hard, and temps do go up it recovers very quickly. Also, my temps drop when i actually hit boost, say from a cruise. I can be at 118F, go into a nice pull with boost any my mat temps will drop almost 10f.


I don't track the car, but im sure it follows the same. The hotter the air over the heat exchangers the hotter your MAT's/IAT will be.


My stock blower was like always in the 130s-150s, there no cooling this thing.

[ZX-10R]

Originally Posted by Camaro1973

This goes hand in hand with several factors, like ambient air temps. If its about 70degrees out. I'm lucky to see it even go past 120f. When you do work it hard, and temps do go up it recovers very quickly. Also, my temps drop when i actually hit boost, say from a cruise. I can be at 118F, go into a nice pull with boost any my mat temps will drop almost 10f.

Nice - with the Magnuson correct?

My stock blower was like always in the 130s-150s, there no cooling this thing.

Right - which is why I'm thinking new blower as mod 1

[KingLT1]

My brother's C7Z with ported blower, exapnsion tank, NX lid, pulley, (basically when it was FBO) would hit 160 after a pull on a 80 degree day. MAT hovered around in the 125-130.

He went heads/cam 2300 making around 14psi and it would run similar temps maybe even a little hotter.

Now has 2650 but we haven't had a chance to log any data in comparable temps but the initial data I see looks like it runs cooler and that is pullied for 16psi.

As mentioned above these cars read manifold temp not air temp entering the throttle body. With PD you will usually be 40 degrees above ambient on average at the manifold. The bigger PD unit will not heat up as much on a hard pull and may even reduce temps on a cooler day.

[Camaro1973]

Originally Posted by ZX-10R

Nice - with the Magnuson correct?



Right - which is why I'm thinking new blower as mod 1

Yes 2650. It was about 60 degrees out today, did a hard wot pull through 3-7th.
MAT hit like 123 then dropped down to this seconds later.

[ZX-10R]

See this vid at 19 minutes in - 2650 keeps temps <90 F all the way through a dyno run pull, now that is impressive!



This guy says MAT is actually "IAT2" on 19/20 ZL1s

[Camaro1973]

Originally Posted by ZX-10R

See this vid at 19 minutes in - 2650 keeps temps <90 F all the way through a dyno run pull, now that is impressive!



This guy says MAT is actually "IAT2" on 19/20 ZL1s

No that's incorrect. Theres an IAT, IAT2 and MAT pids.. look at my gauge


Also. hes reading the breakout at the front of the sc and not the rear. This is the stock way magnuson has the harness setup. But it can be read in the rear tmap sensor which will read a bit higher as its in the rear of the SC before it passes back through the front. (how mine is setup)


He is right though, when you get into boost your temps go down, stay same etc. The cooling on the 2650 is just that impressive.

[LiqTenExp]

There is no such thing as 90°F air coming out of that or any blower (unless you are rocking Meth) during a pull.

Note, you can look at one of my posts where I learned the same lesson but IAT2 is not from the MAP sensor on this car, do not use the values. https://www.camaro6.com/forums/showthread.php?t=582751. This discovery lead me to use the right value and find an intercooler brick leak I had.

IAT1 (MAF) and MAT (Cylinder #2) are the only real values. IAT2 will be reported as a value just slightly higher than IAT1 due to some math being performed on it.

I would say a good running 2300/2650 should trend to be <150°F IAT2 when the engine is fully up to temp and making pulls on the street. It may trend higher if you are on the dyno or if IAT1 is >100°F. IAT Advance parameter will start to pull timing once MAT get's too hot, this depends on your tune settings.

[ZX-10R]

Originally Posted by LiqTenExp

There is no such thing as 90°F air coming out of that or any blower (unless you are rocking Meth) during a pull.

The data is right there - don't believe your lying eyes? He's showing MAT. Think I'll take the word of someone who has tuned hundreds of cars.

Just look at the MASSIVE coolant bricks on that sc. Chevy had their head up their ass with the stocker (I know they were looking for throttle response, but still...)

If not for the usual warranty concerns this is almost a must do upgrade, even ahead of an exhaust system imo

[KingLT1]

Originally Posted by ZX-10R

The data is right there - don't believe you're lying eyes? He's showing MAT. Think I'll take the word of someone who has tuned hundreds of cars.

Just looks at the MASSIVE coolant tanks on that sc. Chevy had their head up their ass with the stocker (I know they were looking for throttle response, but still...)

This is almost a must do upgrade, even ahead of an exhaust system imo

Fyi I did a initial log of the 2650 on brothers H/C C7Z in 36 degree weather after it was installed and the MAT's were around 100-109 cruising down the road with ice cold air entering. So I agree with Liq that something doesn't add up. The Supercharger sits on top of a Engine that gets 180-190 degrees. The temp sensor is right the blower manifold...there is no way it will stay under 90 degrees with the hood closed. Sitting in traffic it will warm right up to 110 easy and likely 120+ on warm days.

My Whipple runs 95-100 even when it's below 40 degrees out because the engine heat soaks into the supercharger manifold. It's purely physics...either way it doesn't matter unless the supercharger temps get above 140-150 degrees.

PD superchargers require different temp thresholds for tuning the IAT vs Spark retard table then Centri or Turbo or anything taking a temp reading in front of the throttle body.

[ZX-10R]

An optimized air to water IC will typically get ~ 20F above ambient (with good air flow of course) - it may have been a cold day but still impressive. On a hot day the stocker is probably near 200 F after multiple pulls which is junk

[KingLT1]

No it won't. Open hood on a dyno isn't the same thing as closed hood driving in traffic.

[ZX-10R]

That's why I said with good air flow, and yes an air to water IC will get 20 F above ambient. Do the research.

[LiqTenExp]

Originally Posted by ZX-10R

That's why I said with good air flow, and yes an air to water IC will get 20 F above ambient. Do the research.

My quote of 90 degree blower is in summer months when you could actually get traction to use said power... not during 50 degree day, you'd blow the tires off...

Note, at the end of his run he is +40°F IAT1 to MAT (video time stamp 13:19). He has 59°F IAT1 air which means ambient is even cooler. Running on a 70°F day I'd put IAT1 at 75°F and there for his MAT at 115-120°F. That is just a hair cooler than my 2300 would run which is in line with what a 2650 should do with its larger bricks. I'd put the 2300 at 5-10°F hotter than a 2650 everything else being the same.

A stock blower would not be nearly as efficient and likely be +50 to +80 over ambient depending on mods.

I actually own/test/tune on a 2300...