[03ss]

Originally Posted by Whipple Charged

There is a very drastic difference in temps from different SC's, as our holds almost near ambient except at idle, when vehicle is not moving which doesn't matter. Many systems, including all our Ford Racing systems are modeled around the IAT being pre SC. Pre SC is just as important, as its doing the real adjustment for ambient changes.

I would think the IAT after the cooler would be far more more pertinent than the ambient for many reasons. If say your intercooler water pump failed and you continued to drive it hard your ECM would not be able to react in order to save your engine from catastrophic failure due to there would be no change if all you are measuring is the ambient air temp in the inlet. Since heat transfer is a function of time and flow rates how would the ECM be able to make necessary timing changes based on how saturated your intercooler is thus changing the effective efficiency and ability to reduce the discharge air temperatures. Point being if you are doing a 1st gear romp or whether you are doing a top speed run in a Texas mile or at the Bonneville salt flats you are going to have different levels of heat transfer rates over time

Originally Posted by Whipple Charged

In order to get accurate reading, you must have a grommet style IAT sensor in the proper air stream, standard screw in temp sensors are not as accurate (pickup all the heat from the engine and under hood) and most have different transfer functions. When your in this area with our twin screw, the temps very rarely change and gives almost zero tuning ability since there's almost no swing in temps. Thus, its not required to monitor post SC. The proper system, such as most factory system has an IAT 1 and IAT 2.

I have to Disagree. First of all you seem to say that the IAT sensor in the manifold offers no value and is not needed but then turn around and say the proper system is to have IAT1 and IAT2. If it was not needed why would all OEM design one in their supercharger systems (i.e. GM LS9 CORVETTE and LSA ENGINES, FORD with the GT500 and 03/04 COBRAS)? I also dont agree with the statement on the grommet vs screw IAT sensors as I have seen screw style sensors have a fast response rate as well as not be affected by the way they mount because the actual element that picks up the temperature reading is shielded as well as protruding from the from the screw part of the sensor body. (Looks like GM them selves use a screw style sensor on their LS9 supercharger system located post intercooler)

Originally Posted by Whipple Charged

Most roots systems go 30-60deg F over ambient under boost, most twin screws are at least half this. Ours, with the oversized IC and SC design stays with 10degs of ambient up to 12psi when measured in the air stream.

What sort of testing have you done with this particular system configuration to substantiate our claims? I honestly doubt this statement would hold true in all conditions especially if you were to be driving around a road course full throttle for a length of time. I believe you are failing to recognize that there is not a straight one to one relationship between Ambient air temp and TRUE IAT temp after the intercooler but rather it is more dynamic as discharge temps also are dependant on water temperature which depends on vehicle speed (air speed or cfm cooling the water) as well as engine load and RPM which relate to the engine airflow CFM rate that is passing thru the intercooler. Its not as simple as you make it out to be which is the exact reason an IAT sensor in the manifold is used in supercharged OEM applications netting a Dynamic IAT reading for the ECM to be programmed around.

Originally Posted by Whipple Charged

Tunes will be the same, no need to "re-tune". Especially if our IAT table is used as the baseline.

what sort of testing have you completed to build the IAT table you have built into your tune. Dyno, road testing, high and low altitude as well as desert heat and winter snow conditions?

Originally Posted by Whipple Charged

Can't compare a GT500 app to the Camaro app. Most GT500's run very high boost with very tight bend deep manifolds which adds heat.

Are you saying that you system for the Camaro is not designed for running higher levels of boost yet you market it as such?


I have to say your response has really disappointed me as to possibly how narrow minded and seemingly ignorant your response has come across. Kind of starts to make me wonder of the validity of some of your other marketing claims when it seems as though they are untested and unproven as this on seems to be: "Integrated design allows for oversized intercooler core compared to other smaller intercooler cores giving Whipple lower air charge temps which allows more boost and timing to be run on pump gas "