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I think this is a bit closer to what I'm actually producing however data logs still show timing being pulled due to high IAT temps. Very frustrating that my Weistec dual pass heat exchanger not doing a better job. And no, there is NO air in the cooling circuit, it's been bled twice, both times correctly.
So, when I move to FL I need to find someone that knows how to deal with high IAT/s. If anyone has had success with a vendor in FL, please respond.
Setup is 76mm UPD pulley, RaceIQ ECU tune and MBH Long Tube Headers.
On my 2003 sl55 with similar mods (stacked 87sc/168crank pulleys, kleeman midlengths, added PLM exchanger w/cwa100 pump PLUS an 82mm throttlebody), I dyno'd 484 WHP (on a Eruocharged box-tune) .... BUT THEN, EC modified the tune (several times while on the dyno) and got it up to 521 WHP. My point is that perhaps the car is ok and the raceIQ tune is somewhat conservative and TONY can improve if for you (while on the dyno, measuring actual air/fuel values, etc).
Relative to your question of IATs, some more detail about your charge cooling system would be helpful ... 2 HEs in series? what pump? .what temps are you seeing? (are you logging IAT?)
On my own setups, I like to add a bleed line to the highpoint in the added HE (making it easy and certain that all air is removed quickly), not saying you need this, but it would not hurt.
Chris
I have a single HE in service, the Weistec Dual Pass. The OEM HE is still under the hood but not connected.
During the HE installation the Bosch 010 pump was changed in favor of the Johnson CM30 (Weistec recommendation).
According to my performance shop in the Raleigh area, this ECU setup with RACEIQ is the most aggressive they've ever done with Anthony. The owner races and SL55 at VIR and is currently doing a $60k upgrade (yes, $60,000) to a customers GT-R. The shop only works on MB and I have complete confidence in their work.
I data log all the time. I'm typically running 25-34 degrees above ambient at cruise. Interestingly, after initially starting up and warming the engine I run 11-12 degrees above ambient. But after the first hard pull the IAT spikes and never gets back to a similar level above ambient.
I have a single HE in service, the Weistec Dual Pass. The OEM HE is still under the hood but not connected.
During the HE installation the Bosch 010 pump was changed in favor of the Johnson CM30 (Weistec recommendation).
According to my performance shop in the Raleigh area, this ECU setup with RACEIQ is the most aggressive they've ever done with Anthony. The owner races and SL55 at VIR and is currently doing a $60k upgrade (yes, $60,000) to a customers GT-R. The shop only works on MB and I have complete confidence in their work.
I data log all the time. I'm typically running 25-34 degrees above ambient at cruise. Interestingly, after initially starting up and warming the engine I run 11-12 degrees above ambient. But after the first hard pull the IAT spikes and never gets back to a similar level above ambient.
Based on your IATs (which don't seem unusual), I would think that this is NOT causing a big problem (in you reaching your HP goals) HOWEVER, I would ditch the Johnson pump (I am surprised that Weistec would recommended it). The bosch 010 outflows the johnson cm30 pump nearly 2:1 at every head pressure. Once you put in a better pump (not before since the johnson pump would struggle), I would consider re-plumbing your stock HE in series (before) your new HE.
It sounds like you are talking to someone other than TONY, have you reached out to TONY for his take on what is going on? In this case, I would rather talk directly to the tuner if possible.
here is a pic of how I added an air bleed to the aux HE on my SL55 (schrader valve at free end) tapped hole for hose-barb at highest point on end-tank
Based on your IATs (which don't seem unusual), I would think that this is NOT causing a big problem (in you reaching your HP goals) HOWEVER, I would ditch the Johnson pump (I am surprised that Weistec would recommended it). The bosch 010 outflows the johnson cm30 pump nearly 2:1 at every head pressure. Once you put in a better pump (not before since the johnson pump would struggle), I would consider re-plumbing your stock HE in series (before) your new HE.
It sounds like you are talking to someone other than TONY, have you reached out to TONY for his take on what is going on? In this case, I would rather talk directly to the tuner if possible.
here is a pic of how I added an air bleed to the aux HE on my SL55 (schrader valve at free end) tapped hole for hose-barb at highest point on end-tank
^great advice
I have the stock HE in addition to the PLM XL and a new 010 Bosch pump
Thanks for the flow chart. I found that graph also post pump swap. I agree, at a minimum I need to get a different pump installed.
I also wondered if piping the 2 HE in series might be another step. At least it will add more fluid to the system although I wonder if the efficiency of the OEM HE isn't compromised by the fact the new one sits directly in front of it, blocking air flow.
I think this is a bit closer to what I'm actually producing however data logs still show timing being pulled due to high IAT temps. Very frustrating that my Weistec dual pass heat exchanger not doing a better job. And no, there is NO air in the cooling circuit, it's been bled twice, both times correctly.
So, when I move to FL I need to find someone that knows how to deal with high IAT/s. If anyone has had success with a vendor in FL, please respond.
Setup is 76mm UPD pulley, RaceIQ ECU tune and MBH Long Tube Headers.
Thanks
Bill
Just got back from EC Cincinnati. Had MBH headers installed. Car has 77SCP, EC HE.....so very similar to your seup. Dyno numbers, 507rwhp, 590 torque. This stock 74mm TB, which will be upgraded to 92mm Hellcat TB in a couple of weeks.
Thanks for the flow chart. I found that graph also post pump swap. I agree, at a minimum I need to get a different pump installed.
I also wondered if piping the 2 HE in series might be another step. At least it will add more fluid to the system although I wonder if the efficiency of the OEM HE isn't compromised by the fact the new one sits directly in front of it, blocking air flow.
If you plumb the original HE is series AND before the new HE (relative to its order in the flow), it should not make a difference that the new HE is in front of the original HE. The original HE will serve as a pre-cooler for the new AND it will increase system capacity.
Based on your IATs (which don't seem unusual), I would think that this is NOT causing a big problem (in you reaching your HP goals) HOWEVER, I would ditch the Johnson pump (I am surprised that Weistec would recommended it). The bosch 010 outflows the johnson cm30 pump nearly 2:1 at every head pressure. Once you put in a better pump (not before since the johnson pump would struggle), I would consider re-plumbing your stock HE in series (before) your new HE.
+1 here as to what Chris is saying.
I don't know why Weistec is pushing the Johnson CM30. They have been doing that for lots of years. You would think they would know better. I bought one with the Wiestec IC and ended up selling it due to the facts above and finding out that I have a stock 010.
I have the Weistec IC in series with the stock and it has worked very well - great fitment as well.
Are you data logging NORCAL? If so, what do you typically see for IAT above ambient at cruise? Approx how high does your IAT spike during hard pulls? If you look at my data logs you'll see I'm above 150 degrees so timing is being pulled BIG time.
Based on your IATs (which don't seem unusual), I would think that this is NOT causing a big problem (in you reaching your HP goals) HOWEVER, I would ditch the Johnson pump (I am surprised that Weistec would recommended it). The bosch 010 outflows the johnson cm30 pump nearly 2:1 at every head pressure. Once you put in a better pump (not before since the johnson pump would struggle), I would consider re-plumbing your stock HE in series (before) your new HE.
It sounds like you are talking to someone other than TONY, have you reached out to TONY for his take on what is going on? In this case, I would rather talk directly to the tuner if possible.
here is a pic of how I added an air bleed to the aux HE on my SL55 (schrader valve at free end) tapped hole for hose-barb at highest point on end-tank
Just curious where the you got the system curve in the pump chart? Do you know if it considered the piping between pump and charge air cooler?
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