Question on IAT's. Do I still have trouble or normal?!?
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MBWorld Fanatic!
Joined: Jan 2004
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From: Salt Lake City (but not Morm)
2003 E55 & 2014 GL550
Question on IAT's. Do I still have trouble or normal?!?
Update on the investigation.
(For those that did not read original thread, I thought I had been flashed and IAT's were running hot)
Sent ECU back to Mecca (Colorado Springs) and Cory says he checked her all out and it is still the same K2 program on there that I received a year or so ago. He DID flash me with the new "latest and greatest" Kleemann program and she is in now.
Ordered EVO cooling mod (heat exchanger) and install seemed to go pretty smooth.
Sorry to ramble...here's the issue
Ran a couple of redline runs. Nothing too crazy, just taking it up to redline in 2nd and 3rd and the IAT's came back near identical to my readings without the heat exchanger. Running around 163 peak. Granted she does cool down pretty fast now and that is good. Just wondering if this is normal or is there something still going on.
What do you guys (preferably with cooling mods) pull for IAT's at WOT?
Thanks again for any info.
(For those that did not read original thread, I thought I had been flashed and IAT's were running hot)
Sent ECU back to Mecca (Colorado Springs) and Cory says he checked her all out and it is still the same K2 program on there that I received a year or so ago. He DID flash me with the new "latest and greatest" Kleemann program and she is in now.
Ordered EVO cooling mod (heat exchanger) and install seemed to go pretty smooth.
Sorry to ramble...here's the issue
Ran a couple of redline runs. Nothing too crazy, just taking it up to redline in 2nd and 3rd and the IAT's came back near identical to my readings without the heat exchanger. Running around 163 peak. Granted she does cool down pretty fast now and that is good. Just wondering if this is normal or is there something still going on.
What do you guys (preferably with cooling mods) pull for IAT's at WOT?
Thanks again for any info.
Thread Starter
MBWorld Fanatic!
Joined: Jan 2004
Posts: 7,092
Likes: 13
From: Salt Lake City (but not Morm)
2003 E55 & 2014 GL550
Man, this supercharger belt has been a nightmare. Thought for sure I had found a Gates (without the Gatorback slats in it) and it was just a tick too small.
Right now I am limping by. Ken trimmed the belt, that fell off, down for me. It was shredded on the outside ribs. Really weird. Got the Dayco coming to me overnight. Thank God for the internet.
So I guess I am running a 6 rib belt for now.
Really excited for you to come up Rich. Even if we just put um side by side on the highway. This will probably put a lot of the guesswork to rest. Maybe it will all turnout to be elevation after all. See you soon.
Right now I am limping by. Ken trimmed the belt, that fell off, down for me. It was shredded on the outside ribs. Really weird. Got the Dayco coming to me overnight. Thank God for the internet.
So I guess I am running a 6 rib belt for now.
Really excited for you to come up Rich. Even if we just put um side by side on the highway. This will probably put a lot of the guesswork to rest. Maybe it will all turnout to be elevation after all. See you soon.
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Joined: Jun 2006
Posts: 6,649
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'03 E55, Range Rover Sport Supercharged, Ducati 748R
i still don't think the problem is with iat's. i recorded those numbers recently during our last days of 80* temps. i wouldn't be surprised if you are being plagued by your altitude and da factors. send me the data file so i can have a look.
MBWorld Fanatic!
Joined: Jun 2005
Posts: 1,406
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From: Mia
2005 E 55
Update on the investigation.
(For those that did not read original thread, I thought I had been flashed and IAT's were running hot)
Sent ECU back to Mecca (Colorado Springs) and Cory says he checked her all out and it is still the same K2 program on there that I received a year or so ago. He DID flash me with the new "latest and greatest" Kleemann program and she is in now.
Ordered EVO cooling mod (heat exchanger) and install seemed to go pretty smooth.
Sorry to ramble...here's the issue
Ran a couple of redline runs. Nothing too crazy, just taking it up to redline in 2nd and 3rd and the IAT's came back near identical to my readings without the heat exchanger. Running around 163 peak. Granted she does cool down pretty fast now and that is good. Just wondering if this is normal or is there something still going on.
What do you guys (preferably with cooling mods) pull for IAT's at WOT?
Thanks again for any info.
(For those that did not read original thread, I thought I had been flashed and IAT's were running hot)
Sent ECU back to Mecca (Colorado Springs) and Cory says he checked her all out and it is still the same K2 program on there that I received a year or so ago. He DID flash me with the new "latest and greatest" Kleemann program and she is in now.
Ordered EVO cooling mod (heat exchanger) and install seemed to go pretty smooth.
Sorry to ramble...here's the issue
Ran a couple of redline runs. Nothing too crazy, just taking it up to redline in 2nd and 3rd and the IAT's came back near identical to my readings without the heat exchanger. Running around 163 peak. Granted she does cool down pretty fast now and that is good. Just wondering if this is normal or is there something still going on.
What do you guys (preferably with cooling mods) pull for IAT's at WOT?
Thanks again for any info.
My car would cross the traps at 140 to 150 iat's after I added the extra heat exchanger in 85 degree weather.
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From: So.Ca.
E55
163 doesnt seem high but I would think it should be lower than that.When my pump went out last time(fontana drag day)the temps ranged from 175-197,but stayed around 185 most of the time.You can feel the car lay down when the ecu starts backing off the timing etc.
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From: Mia
2005 E 55
I first observed this from looking at some data logs from the track. The lower the crossing IAT's were at the end of the pass the slightly higher the timing. It would go from 17 to 19 degrees of advance under full boost according to the auto-enginuity. I'm searching for some track logs on my laptop.
I know for a fact the ecu has a timing vs IAT map which has been tweaked with Vrus latests file. I can't remember the exact scale but I think it started around 140 to 150. I will try and post a copy of the scale from our programmer. Hopefully Kleeman or Evo can chime in as to whether or not they make changes to that specific map.
I know for a fact the ecu has a timing vs IAT map which has been tweaked with Vrus latests file. I can't remember the exact scale but I think it started around 140 to 150. I will try and post a copy of the scale from our programmer. Hopefully Kleeman or Evo can chime in as to whether or not they make changes to that specific map.
MBWorld Fanatic!
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'03 E55, Range Rover Sport Supercharged, Ducati 748R
if rflow's iat's were recorded in florida it may be difficult to compare them to those of us in the mid/southwest. while florida's ambient temps can get up there, the sustantial increase in humidity will also act to cool the charge air. it's just not fair I tell ya!
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From: Mia
2005 E 55
I think South Florida would be perfect if we had some low 40 to 50 degree track days during the day.
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From: Texas
2005 E55
I'm thinking that the lower air density from the 5K' or so altitude has a reduced cooling effect. It sure seemed that way to me when I lived in Denver and traveled to TX on a regular basis, way back when.
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From: London, UK
No longer stock '06 E55, A3 3.2 Quattro, GLE 400d, R107 280SL, Golf Polo
Hmm... if this is the case then it seems the IC cannot handle the extra boost despite the cooler water thats circulating.
Was system properly bled - might want to try do that once more.
I am thinking more and more a water injection system is the way to go here and not the heat exchanger. The water injection treats the problem directly by treating the air itself..... I think a 2D aquamist system should be ideal ... with minimal mapping trouble. Also the car has a pretty large washer reservoir so thats at least one issue taken care of.... and it has a low level warning light built in!
I am not sure where to fit the injector though ... ahead of intercooler or just after...?
Maybe when I get some time to fiddle I will fit this puppy.
Was system properly bled - might want to try do that once more.
I am thinking more and more a water injection system is the way to go here and not the heat exchanger. The water injection treats the problem directly by treating the air itself..... I think a 2D aquamist system should be ideal ... with minimal mapping trouble. Also the car has a pretty large washer reservoir so thats at least one issue taken care of.... and it has a low level warning light built in!
I am not sure where to fit the injector though ... ahead of intercooler or just after...?
Maybe when I get some time to fiddle I will fit this puppy.
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From: Caribbean/Florida/Colorado
E-ZGO 53hp., 1999 E 430 sport, 2004 E 55, 2008 Tahoe LTZ on 24"s
Hmm... if this is the case then it seems the IC cannot handle the extra boost despite the cooler water thats circulating.
Was system properly bled - might want to try do that once more.
I am thinking more and more a water injection system is the way to go here and not the heat exchanger. The water injection treats the problem directly by treating the air itself..... I think a 2D aquamist system should be ideal ... with minimal mapping trouble. Also the car has a pretty large washer reservoir so thats at least one issue taken care of.... and it has a low level warning light built in!
I am not sure where to fit the injector though ... ahead of intercooler or just after...?
Maybe when I get some time to fiddle I will fit this puppy.
Was system properly bled - might want to try do that once more.
I am thinking more and more a water injection system is the way to go here and not the heat exchanger. The water injection treats the problem directly by treating the air itself..... I think a 2D aquamist system should be ideal ... with minimal mapping trouble. Also the car has a pretty large washer reservoir so thats at least one issue taken care of.... and it has a low level warning light built in!
I am not sure where to fit the injector though ... ahead of intercooler or just after...?
Maybe when I get some time to fiddle I will fit this puppy.
I am thinking along the same way as Steve, the I/C could have air trapped inside and or some kind of blockage (parts of old impeller). I would at least back flush the system test the pump and bleed. I know that Mercedes has some special bleed procedure for this, but I don't know what it is.
As far as the H2O & alcohol injection I don't know
first guess Y pipe as close to intercooler as possible 
but that is up to debate and trials. Just not sure how the I/C would flow in a wetted out condition.
