pgonza2723
Well-Known Member
- Joined
- Nov 20, 2016
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- 16
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- Location
- Round Rock, TX
- First Name
- Phil
- Vehicle(s)
- 2016 PP GT
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- #1
So like everyone else I've been looking at ways of combating some of the crazy high IATs I've see after getting my JLT CAI. Before I started playing around with different options I would see traffic IATs in Texas summers as high as 165* slowly moving through traffic at sub-10mph or at a standstill. I had looked at different options such as Velossa big mouth and upon inspection, saw that is wasn't solving any airlfow issues due to the JLT snorkel provided in the kit solving the airflow issue to begin with. First thing I tried was opening up the honeycomb areas in the front grill feeding that inlet. This tremendously helped drop IATs when I started moving...but key word when moving. With this alone I would see IATs when moving with 8-10* of ambient outside temps. Not ideal, but same time much better than before.
Second project was to try and shield the inlet pipe and JLT surround from radiant heat. I figured heat soak from within the engine bay while idling etc etc was worth a few degrees. For this I tried DEI's reflective high temp tape. Shortly after this is when I hit the road course at MSR-Houston and found temps to go towards 3-6* of ambient, but idling/slow traffic would still get me to the 140-150s. Once got moving, the temps dropped quickly to the 3-6* within a minute of driving. This made me figure some air from the engine bay was still getting into the intake somehow. The other observation of this is that the CAI components were no longer too hot to touch after a track session. I could pop the hood, and put my hand on all parts covered and it would for sure be warm, but not get burned by it. So looking around I saw that there seemed to be minimal compression of the JLT hood seal or even rub marks on the hood liner. This got me thinking their might be a gap, which would make this is the source of high temp air leaking into the CAI causing higher IATs. Easy, got some insulation strips to test the theory and wow what a difference. So far on consistent 95*+ days I haven't seen IATs go higher than 140*, usually hovering high 120s-135*. This also translates to IATs dropping even at slower speeds closer to ambient.
Pictured is after driving around to varies destinations for a few hours with temps coming down off of 98*. N-Gauge shows 95* air temp and the car's onboard shows 97*, so hot nonetheless. As you can see even after a few hours of moving around, and sitting at one of the longest red lights ever it seemed... the IATs started at 125* and dropped down to 107* with 200 yards of the light.
So is this by any means a one all be all type solution. Absolutely not, but putting my observations and trials out there for anyone looking to combat the higher IATs that come with a JLT type system.
Second project was to try and shield the inlet pipe and JLT surround from radiant heat. I figured heat soak from within the engine bay while idling etc etc was worth a few degrees. For this I tried DEI's reflective high temp tape. Shortly after this is when I hit the road course at MSR-Houston and found temps to go towards 3-6* of ambient, but idling/slow traffic would still get me to the 140-150s. Once got moving, the temps dropped quickly to the 3-6* within a minute of driving. This made me figure some air from the engine bay was still getting into the intake somehow. The other observation of this is that the CAI components were no longer too hot to touch after a track session. I could pop the hood, and put my hand on all parts covered and it would for sure be warm, but not get burned by it. So looking around I saw that there seemed to be minimal compression of the JLT hood seal or even rub marks on the hood liner. This got me thinking their might be a gap, which would make this is the source of high temp air leaking into the CAI causing higher IATs. Easy, got some insulation strips to test the theory and wow what a difference. So far on consistent 95*+ days I haven't seen IATs go higher than 140*, usually hovering high 120s-135*. This also translates to IATs dropping even at slower speeds closer to ambient.
Pictured is after driving around to varies destinations for a few hours with temps coming down off of 98*. N-Gauge shows 95* air temp and the car's onboard shows 97*, so hot nonetheless. As you can see even after a few hours of moving around, and sitting at one of the longest red lights ever it seemed... the IATs started at 125* and dropped down to 107* with 200 yards of the light.
So is this by any means a one all be all type solution. Absolutely not, but putting my observations and trials out there for anyone looking to combat the higher IATs that come with a JLT type system.
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