Stillen supercharger long term reports

Sh0velMan · 02-19-2013, 01:56 PM

Quote:

Originally Posted by kellyefields

the honeycomb may be the ticket to get the air going through the tubes right but I still believe blocking direct air especially to the lower filter is the real fix otherwise you will always have the lower MAF reading higher than the upper even though it will always be the same going into the engine.

IAT sensor is only utilized on one bank anyway, and the S/C itself equalizes the real temps... So yeah. Non-issue.

irondoc · 02-19-2013, 02:18 PM

Quote:

Originally Posted by Sh0velMan

IAT sensor is only utilized on one bank anyway, and the S/C itself equalizes the real temps... So yeah. Non-issue.

I have to wonder if this is correct. What I have been told by my tuner and by Stillen is that no matter that the airflow is completely changed/stabilized by the tubine before it hits the TBA, the engine perceives a problem at the MAF and is trying to adjust air/fuel balance to solve a problem that is only a matter of perception (rather than reality).

Sounds like a philosophical/existential debate!

But I agree that honeycombs or extended intake tubes would probably help. I prefer the Honeycomb option theoretically if only because the added weight at the nose of this already nose heavy car would be less.
BTW I am currently in communication with Stillen on this issue and they are working on it as we speak.

Sh0velMan · 02-19-2013, 02:22 PM

Quote:

Originally Posted by irondoc

I have to wonder if this is correct. What I have been told by my tuner and by Stillen is that no matter that the airflow is completely changed/stabilized by the tubine before it hits the TBA, the engine perceives a problem at the MAF and is trying to adjust air/fuel balance to solve a problem that is only a matter of perception (rather than reality).

Sounds like a philosophical/existential debate!

But I agree that honeycombs or extended intake tubes would probably help. I prefer the Honeycomb option theoretically if only because the added weight at the nose of this already nose heavy car would be less.
BTW I am currently in communication with Stillen on this issue and they are working on it as we speak.

IAT is definitely used in closed loop mode, but it's only one of several factors used.

Only one bank is reported to the OBD CAN system, that can be confirmed with a hair dryer and any logging tool. That said, maybe the ECU still sees both readings and uses them. I can't say for certain.

In the end, the temperature differential between the two sensors mounted inches apart can't be so large as to matter, in a forced induction setup. And the car would soon learn around any potential issue at the time of flashing. That's what learned fuel trim is for, after all.

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