Real IAT Mod Kia stinger gt 3.3t

[7thSonEngineering]

JB4 doesn't read the temp from the sensors - it only intercepts the pressure signals. Temp is read from the OBD2 connection, so whatever the ECU believes the IAT to be is what JB4 will also believe.

Good to know I had no idea

 

[Tigershark]

Having issues finding time to get clean logs but I did manage to pull SOME data finally to see whats going on. Feel free to see for yourself. datazap.me | flcn.fixr | Map 1 test
I think based on what I'm seeing/reading from how the JB4 monitors boost and adjusts based on the data it's seeing, the JB4 harness needs to be reversed from normal install for it to read and execute as designed. It's not a huge variation BUT it is seeing the charge pipe as 'boost2' (which is normally boost in the manifold) being reported higher than 'boost' (reference from the charge pipe normally). The easier way to explain this is JB4 is reading charge pipe boost as lower than manifold boost by a small degree when it should be the opposite (it's roughly half a pound higher in reverse of how it should be reading). It's not kicking any warnings or limp condition or anything of the sort, but for safety sake it might be worth it for me to experiment with routing the JB4 in reverse to account for this.

 

[Thomby]

It's not a huge variation BUT it is seeing the charge pipe as 'boost2' (which is normally boost in the manifold) being reported higher than 'boost' (reference from the charge pipe normally). The easier way to explain this is JB4 is reading charge pipe boost as lower than manifold boost by a small degree when it should be the opposite (it's roughly half a pound higher in reverse of how it should be reading)

Do you mean the shift in delta is up to a full pound (from +0.5 to -0.5)? Because skimming that log, I see most differences at 0.1-0.4 psi. And saw the same thing in my own logs.

 

[7thSonEngineering]

Having issues finding time to get clean logs but I did manage to pull SOME data finally to see whats going on. Feel free to see for yourself. datazap.me | flcn.fixr | Map 1 test
I think based on what I'm seeing/reading from how the JB4 monitors boost and adjusts based on the data it's seeing, the JB4 harness needs to be reversed from normal install for it to read and execute as designed. It's not a huge variation BUT it is seeing the charge pipe as 'boost2' (which is normally boost in the manifold) being reported higher than 'boost' (reference from the charge pipe normally). The easier way to explain this is JB4 is reading charge pipe boost as lower than manifold boost by a small degree when it should be the opposite (it's roughly half a pound higher in reverse of how it should be reading). It's not kicking any warnings or limp condition or anything of the sort, but for safety sake it might be worth it for me to experiment with routing the JB4 in reverse to account for this.

This can’t be correct. My wiring doesn’t change the boost reference locations that the ECU or JB4 reads from. The only changes that happen are the location of the temperature sensor. I’m not going to share my wiring diagram to prove it but do know that I considered the implications of actually swapping the boost sensor locations and decided not to for engine safety reasons

If there are changes happening to boost amounts it’s happening for another reason. Perhaps the Jb4 needs to relearn or perhaps there’s a slight difference between the calibrations of the sensors and when they got swapped the readings changed

 

[Tigershark]

This can’t be correct. My wiring doesn’t change the boost reference locations that the ECU or JB4 reads from. The only changes that happen are the location of the temperature sensor. I’m not going to share my wiring diagram to prove it but do know that I considered the implications of actually swapping the boost sensor locations and decided not to for engine safety reasons

If there are changes happening to boost amounts it’s happening for another reason. Perhaps the Jb4 needs to relearn or perhaps there’s a slight difference between the calibrations of the sensors and when they got swapped the readings changed

I guess I'm looking at this the wrong way then (honestly would help if I had a solid 3rd gear log to reference). I had to go look at a few other owner logs to figure out if I was reading mine right. I guess it's normal for boost2 (post throttle plate) to read marginally higher than boost (charge pipe) on this platform. Not used to seeing that kind of data so it threw me for a loop, it's almost always been the opposite in the past. I've still got some timing corrections near the 3's on three cylinders and the afr is a little leaner than I was expecting to see on map 1 so that tells me it's still learning and trying to find it's happy place.

 

[Thomby]

I guess it's normal for boost2 (post throttle plate) to read marginally higher than boost (charge pipe) on this platform

I went back and checked a couple of old logs, and my boost2 is higher than boost with open throttle. The difference ranges from a match (0.0) to about 0.3 or 0.4 max.

 

[Tigershark]

I went back and checked a couple of old logs, and my boost2 is higher than boost with open throttle. The difference ranges from a match (0.0) to about 0.3 or 0.4 max.

Well that confirms it. Guess there's zero excuse for anyone to not use this harness then .

One thing I will note (if you look back at the log I posted) is the IAT's that were recorded. Granted, it was a chilly day, but seeing those IAT's down in the 40's even under load was wild. Gonna be interesting to see how much variance there is in summer weather over ambient.

 

[BIG-D]

It was 38 degrees this arvo and I have been flogging Tesla's all day.

Putting my car away before the boys in blue come knocking on my door.

E30 plus this mod plus a free flowing exhaust = wild times even in summer !!

I thought my intercooler made a difference last year this has made a similar gain again.

Seriously considering a HPFP now and CPI so I can run E85 all the time.

 

[DonNyze]

Hello 7thSonEngineering.
Im interested in the harness.
Do you know if they are functional on the european Stinger model?
If so, please DM me.

 

[BIG-D]

EDIT: Nevermind the video didn't load...

 

[Tigershark]

Managed to snag a decent 3rd gear log. Ambient temps around this time were in the low 30's (F) with elevation at 6200ish feet above sea level. Wild seeing 18lbs reported there even for a short bit on 91 octane; wasn't expecting that. Afr's don't look half bad either. Map 1 3rd Gear Log 2

 

[FCal]

Installation instructions for those who ordered harnesses.

I’d like one shipped to Australia. Is this possible?

 

[7thSonEngineering]

I’d like one shipped to Australia. Is this possible?

Yes, I will dm you

 

[BIG-D]

Looks like this product is gaining traction?

 

[7thSonEngineering]

Looks like this product is gaining traction?

View attachment 89853

View attachment 89854

I can't even find the page on bookface, oh well...

It seems a good product will sell itself.

I haven’t gotten the chance to make a Facebook (Bookface) and post to the stinger group Yet.

Thank you Rob Evans !!

 

[Gtecko]

It seems a good product will sell itself.

I haven’t gotten the chance to make a Facebook (Bookface) and post to the stinger group Yet.

Thank you Rob Evans !!

Send you a dm brother!

 

[usafawd]

I’m interested in buying one. Could you please DM me

 

[Tigershark]

It seems a good product will sell itself.

I haven’t gotten the chance to make a Facebook (Bookface) and post to the stinger group Yet.

Thank you Rob Evans !!

Seems as though Terry from BMS is less than impressed.

 

[Terry@BMS]

Not trying to crap on fellow engineer and entrepreneur but why would the charge air temp differ much before and after a throttle body with a plastic manifold?

And if it did wouldn't the manifold charge air temp would be more closely matching what is entering the cylinders?

Anyway if you want to alter the IAT to influence the tuning (like making it read cooler than actual to increase timing and lower boost) in my opinion you should just use the JB4 to actually adjust the IAT directly. Most JB4 systems are wired to do that. You can check by seeing if you have the green wire going to spot#1 on the DB25 connector. To enable the IAT spoof you need to invert the JB4's MAP connections so the red/yellow MAP connector is on the manifold, and the brown is on the charge pipe. Then just enter the desired IAT target under "IAT SPOOF" in the JB4 app. Easy.

It's useful here and there like if you're sitting in staging lanes for a long time with the engine on and the intercooler and turbos heat soak. But remember colder IAT means more timing but also LESS boost. And warmer IAT means less timing but MORE boost. So you're trading one for the other when you start altering the signal.

 

[Terry@BMS]

Seems as though Terry from BMS is less than impressed. View attachment 89855

I like the initiative but it may be misguided. Expanded on my thoughts in a post in the thread for those who care. Also not sure people realize if they cold get IAT reading "colder" it would result in less boost so in most cases actual performance would drop. In most cases if I had to pick between warmer and colder IATs I'd go warmer for performance due to the higher boost target.