Intake Air Temp resistor experiment.

[usedgeo]

Please don't overlook the post where I said that the results were all instrument error. I guess you haven't. I have ordered an LC1 wide band O2 sensor and controller but have not installed them yet.

http://www.innovatemotorsports.com/products/lc1.php

At true high intake temperature, above 180 F, the car appears to miss a bit during light acceleration. It still indicates closed loop so I do not have that completely explained yet. In any case the mileage is pretty good feeding the engine hot air. The plugs are pretty white but the slight miss could be from lots of EGR rather than a lean mixture. I expect the Somender gooves will have an effect on that miss and loss of torque. That project starts tomorrow .

68 ohms blue grey black gold. Two resistors in series for 136

470 ohms yellow violet brown gold. Two resistors in series for 940

Originally Posted by wireless0ne

can you give us the stripe configuration for the different resistances you used?

940 ohm
136 ohm=2 x 68 ohm

[fabrio]

Originally Posted by usedgeo

Please don't overlook the post where I said that the results were all instrument error. I guess you haven't. I have ordered an LC1 wide band O2 sensor and controller but have not installed them yet.

http://www.innovatemotorsports.com/products/lc1.php

fantastic external AFR supervisor with wide band O2 sensor

At true high intake temperature, above 180 F, the car appears to miss a bit during light acceleration. It still indicates closed loop so I do not have that completely explained yet. In any case the mileage is pretty good feeding the engine hot air. The plugs are pretty white but the slight miss could be from lots of EGR rather than a lean mixture. I expect the Somender gooves will have an effect on that miss and loss of torque. That project starts tomorrow .

68 ohms blue grey black gold. Two resistors in series for 136

470 ohms yellow violet brown gold. Two resistors in series for 940

180?F is very high air temperature: in closed loop management, only effected an cospique retard of spark advance, for to avoid knock.
This, is the cause of loss torque in acceleration fase.

[usedgeo]

Oddly enough my Saturn does not show an ignition retard with hot air. I hope that is not an instrumentation error too . That is why I expect the stepper motor controlled EGR might be a factor. In any case it only acts up during moderate acceleration. If I go on down with the throttle it runs very well. The increased throttle could affect both mixture and EGR. I have never heard the engine ping. If it does I will need to look for the knock sensor too .

Originally Posted by fabrio

180?F is very high air temperature: in closed loop management, only effected an cospique retard of spark advance, for to avoid knock.
This, is the cause of loss torque in acceleration fase.

[fabrio]

Originally Posted by usedgeo

Oddly enough my Saturn does not show an ignition retard with hot air. I hope that is not an instrumentation error too . That is why I expect the stepper motor controlled EGR might be a factor. In any case it only acts up during moderate acceleration. If I go on down with the throttle it runs very well. The increased throttle could affect both mixture and EGR. I have never heard the engine ping. If it does I will need to look for the knock sensor too .

Usadego, I do not understand, as you make to see the ignition delay. Which instrument uses for this check?

[Rick Rae]

Originally Posted by usedgeo

68 ohms blue grey black gold. Two resistors in series for 136

470 ohms yellow violet brown gold. Two resistors in series for 940

Just to cover the base, for those who aren't aware:

The gold is a "tolerance band." Gold means the resistor's value can vary plus-or-minus 5%, and that's probably what's most readily available. But if the fourth band is silver, that's 10% tolerance -- good enough for the kind of stuff we're doing here. So if you come across e.g. yellow-violet-brown-silver, don't worry: It'll work okay.

There are also 20% resistors and, in the other direction, tighter tolerances down to fractions of a percent. These have a different number of bands -- 20% has no fourth band; tighter tolerances add more resolution to the resistance value before the tolerance band (and sometimes use printed values rather than color codes) -- so if you come across a resistor with "too many" or "too few" bands, that's what's going on. You're not likely to run into this accidentally though, unless you buy a "surplus bag" or "experimenter's pack"... then all bets are off as to what you might find.

Yes, I'm a geek.

Rick

[fabrio]

sorry Telco, but I am not sure to have understood well.

[fabrio]

exceptional instrument usedgeo

a question: during the motor erogation (rpm) the ignition time change or it is constant?

normaly, the ingnition timing change when the rpm motor change.
You use a potenziometer for change the iat value? and, witch is your procedure for control the ingnition time?

I suppose that the your verification procedure is following:
verify of ignition time when you change the IAT value at constant RPM and load....it is true?

[wireless0ne]

well i first ran a 150 ohm resistor and the car ran like hell, it is a saturn by the way, so i went in the opposite direction and installed a 1000 ohm resistor, i was going to check what the ecm is reading intake air temp wise but my scanner doesnt seem to work in the car, or the diagnostic port has no power, i'll check this weekend.

[usedgeo]

You need to browse other sections of the site when you get the time. I think aero mods are more important than tweaking with the engine. Even so I have started tweaking with the engine.

I changed resisters with the engine running at several different RPM's in neutral. There was no change that I could see. I have given up on resistors for now and am running real hot air. I am running a true 180 deg. F intake air temp when everything is working right.

I just let the computer run the timing. It varies from about 10-34 degrees depending on load and rpm. At 60 mph and 10-15% load I run around 33-34 degrees advance. It never runs more. It may retard sooner under load. I have not taken the time to map the timing with respect to load and temp. I just looked at the peak ignition advance.

Originally Posted by fabrio

exceptional instrument usedgeo

a question: during the motor erogation (rpm) the ignition time change or it is constant?

normaly, the ingnition timing change when the rpm motor change.
You use a potenziometer for change the iat value? and, witch is your procedure for control the ingnition time?

I suppose that the your verification procedure is following:
verify of ignition time when you change the IAT value at constant RPM and load....it is true?

[cwa]

Sorry for moving away from current thread. I have used IAT MOD for last few months, but the result is consistant. I used 220 ohm initially and I got 20% improvement during first week and then it went down. THen I swtiched over to 470 ohm , got 12% improvement during first two weeks and and it went down. I got some improvements when I reset the ECU (Taking Fuses off for 5 minutes), but I dont want to repeat it.

Has anyone have any suggestions?