Kenne Bell high IAT issue - Page 2 - Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums

FASST 1 · 03-28-2011, 08:13 PM

Where is there a restrictor plug?

Ovenmitt · 03-28-2011, 08:42 PM

If you have IAT issues, run a bigger heat exchanger, it's not like they are one size fit all. Get a huge one and stick it in the huge void in the front bumper.

G8-4-Speed · 03-29-2011, 11:51 AM

Quote:

Originally Posted by FASST 1

Where is there a restrictor plug?

The brass fittings that screw into the resevoir, one has a plug in the threaded side. Once you pull the brass fittings out, you will see it. Just use a 1/2" or so drill bit and drill. It will eventually start to spin, when it does pull back easy on the drill. It should pull back far enough to grab with pliers. A large NPT tap or easy out will work also.

I don't think the heat exchanger is an issue, it seems if you had a larger volume water pump you could keep the IAT even cooler. The IAT recovers too fast to think the heat exchanger isn't sufficent.

G8-4-Speed · 03-29-2011, 11:55 AM

I would post a the scan of the refined tune but most wouldn't be able to read it. For those who can appreciate what the LTFT say about a 63lb injector tune, here it is....runs great!

G8-4-Speed · 03-29-2011, 12:05 PM

Quote:

Originally Posted by mikepage0007

On the base no meth run, at 6000 RPM we saw 59 degrees Celsius (138*F). I would say pretty typical KB. On the run with the meth spraying and the 10 nozzle making it quite rich, the IAT was 65 degrees Celsius (149*F) at 6000 RPM. Again we know the meth is working because it went way rich and actually lost quite a bit of power. On the run with the 5 nozzle, I saw 62 degrees Celsius (144*F).

Now compared to a very similar TVS2300 car we did earlier in slightly warmer conditions, we saw an average of 45 degrees Celsius (113*F) at 6000 RPM on every run and we did 6 runs is 75 minutes. This was with no meth. Shows how good the heat exchanger is on the TVS2300 versus the KB.

One thing I noticed is the IAT start climbing fast after 6000, between 6000-7000 they are on the move. Not sure if it is an efficience issue, check out the water pump flow difference between the two. The TVS/Magnuson is a garden hose.

Just need to try a BAP on the water pump to see if that will make a difference.

S-eatin-grin · 03-29-2011, 01:15 PM

KB fixed this problem with the new twin screw 3.6 liquid cooled SC...just switch, it makes more power with less IAT rise. Now all you need is a ripe money money tree!

stanwilliams · 03-29-2011, 02:52 PM

Are you using the VE coefficients or MAF only??

G8-4-Speed · 03-29-2011, 03:17 PM

Quote:

Originally Posted by stanwilliams

Are you using the VE coefficients or MAF only??

I retuned the VE using a base file for boost but there is something in the tune that was shut off or limiting the max VE. After about 40% throttle the injectors flat-line to 4% or 6% depending on changes I make in the VE. There is nothing I can see to fix it and its not worth trouble sorting at the risk of heavy spark knock. So right now VE is turn off even though the maps are close.

It may be that the KB tune has it turned off and the last "tuner" tune over the KB tune. I haven't looked to see if the original tune was in the KB hand held or not.

stanwilliams · 03-29-2011, 04:10 PM

Almost everyone is MAF only. That is all I am using with my whipple and it works great. Need to put it back to closed loop and quit screwing with it. The KB with the large intake and lower resolution on the MAF might possibly benifit from using the VE tables more than others. I have never used the bluecat software that configures the VE on the gen 4's. I have considered going to a custom operating system from HP to make that easier but didn't know if it would really be worth the 4 credits just to get my fans to come on sooner if tuning the VE really never did anything.

G8-4-Speed · 03-29-2011, 04:22 PM

Agreed, the 4 credits just isn't worth it. I use the Bluecat software and it takes getting used to. If anything you can tune for 1000 and below for a stable idle for big cams. The best way to make the KB stable with the large intake pipe is to modify the injector voltage scale and over-size the injectors slightly. Even though mine are still under-sized for what I am using, I use the entire spark map and MAF up to 71lbs. The wider the range you can use on the map, the more percision you'll have with your fueling. Plus if you modify you base fueling tables, it helps with fuel trims, decel, and enrichment. My enrichment is 1.24-1.30 without huge negative fuel trims. My problem with big negative fuel trims if you are spot on with a -10% fuel trim, if it ever swings to -5% then you are 5% lean from your base tune. This is a big deal with boost setups using 10.8 compression. If you can target +/- 2-3% WOT then you can be close enough that if it shifts you'll have a postive fuel trim to add the fuel accross the board when you need it.

03-29-2011, 11:55 AM	#18
G8-4-Speed Drives: 2009 Pontian G8 GT Join Date: Feb 2011 Location: Hope Mills, NC Posts: 85	Tune Screen shot.... I would post a the scan of the refined tune but most wouldn't be able to read it. For those who can appreciate what the LTFT say about a 63lb injector tune, here it is....runs great! Attached Images

03-29-2011, 02:52 PM	#21
stanwilliams 3000 hp 648 ci beast Drives: 86 Outlaw 10.5 Camaro, 2SS/RS LS3 Join Date: Jul 2009 Location: Marion, KS Posts: 154	Are you using the VE coefficients or MAF only?? __________________ 2SS/RS, LS3, 6M, IOM w/black hockey, IO interior, sunroof mods: ******** setup. Whipple supercharger....Need suspension upgrades now... 4" stroker kit, ARH, cam on my wish list.

03-29-2011, 04:10 PM	#23
stanwilliams 3000 hp 648 ci beast Drives: 86 Outlaw 10.5 Camaro, 2SS/RS LS3 Join Date: Jul 2009 Location: Marion, KS Posts: 154	Almost everyone is MAF only. That is all I am using with my whipple and it works great. Need to put it back to closed loop and quit screwing with it. The KB with the large intake and lower resolution on the MAF might possibly benifit from using the VE tables more than others. I have never used the bluecat software that configures the VE on the gen 4's. I have considered going to a custom operating system from HP to make that easier but didn't know if it would really be worth the 4 credits just to get my fans to come on sooner if tuning the VE really never did anything. __________________ 2SS/RS, LS3, 6M, IOM w/black hockey, IO interior, sunroof mods: ******** setup. Whipple supercharger....Need suspension upgrades now... 4" stroker kit, ARH, cam on my wish list.

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03-28-2011, 08:13 PM	#15
FASST 1 Drives: Black 1SS Join Date: Apr 2009 Location: Pittsburgh, PA Posts: 442	Where is there a restrictor plug?

03-28-2011, 08:42 PM	#16
Ovenmitt Account Suspended Drives: 2011 RJT 1SS Join Date: Apr 2010 Location: Fort Lewis, Washington Posts: 730	If you have IAT issues, run a bigger heat exchanger, it's not like they are one size fit all. Get a huge one and stick it in the huge void in the front bumper.

03-29-2011, 01:15 PM	#20
S-eatin-grin Drives: 2013 2SS/RS AGM Join Date: Nov 2010 Location: WV Posts: 1,170 View My Garage	KB fixed this problem with the new twin screw 3.6 liquid cooled SC...just switch, it makes more power with less IAT rise. Now all you need is a ripe money money tree!

03-29-2011, 04:22 PM	#24
G8-4-Speed Drives: 2009 Pontian G8 GT Join Date: Feb 2011 Location: Hope Mills, NC Posts: 85	Agreed, the 4 credits just isn't worth it. I use the Bluecat software and it takes getting used to. If anything you can tune for 1000 and below for a stable idle for big cams. The best way to make the KB stable with the large intake pipe is to modify the injector voltage scale and over-size the injectors slightly. Even though mine are still under-sized for what I am using, I use the entire spark map and MAF up to 71lbs. The wider the range you can use on the map, the more percision you'll have with your fueling. Plus if you modify you base fueling tables, it helps with fuel trims, decel, and enrichment. My enrichment is 1.24-1.30 without huge negative fuel trims. My problem with big negative fuel trims if you are spot on with a -10% fuel trim, if it ever swings to -5% then you are 5% lean from your base tune. This is a big deal with boost setups using 10.8 compression. If you can target +/- 2-3% WOT then you can be close enough that if it shifts you'll have a postive fuel trim to add the fuel accross the board when you need it.