Is the IAT really needed?
- Thread starter KBCobra95
- Start date
I just looked at my intake and there is NO brass plug in my intake....there is no hole at all... just aluminum. Guess that means I'm gonna have to drill and tap the JLT 
BlackVert
15 Year Member
you also need to splice the wires because they are not long enough to reach the new location.mackey said:
i'll be using solder and shrink-wraps on mine
BlackVert
15 Year Member
KBCobra95 said:I just looked at my intake and there is NO brass plug in my intake....there is no hole at all... just aluminum. Guess that means I'm gonna have to drill and tap the JLT
From TMOSS from my "Going Kenne-Bell (again)" thread:
tmoss said:
Labora
Founding Member
xkuntrycowboyx said:
Wow. Why is that even posted..Total waste of time. Why don't you send me 10$ and you can unplug your IAC sensor about the same effect.
95COBRA241
New Member
BlackVert said:in this picture, it is just below the leftmost port. there is a brass plug in it.
Isn't that a stock lower manifold. He has a '95 Cobra so there won't be a hole in the #5 runner. He will either have to drill it or buy a '93 cobra lower or I believe the explorer lower's should also have the IAT fitting in the manifold. The GT40's as well have it.
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Zero Signal
Active Member
Yeah with a KB, you will max out the table on the IAC temp. So you'll need to come up with a new table to retard your timing and possibly modify the sensor to keep it withing it's operating range.
BlackVert
15 Year Member
Nope, it's a Holley SysteMAX, you can see the name on the front, but it takes a stock gasket and has bolt holes in the stock locations.95COBRA241 said:
I'm just relaying info I have learned here on this forum. Don 95Vert knows his $hit and he says moving the IAT to the #5 runner is the right thing to do for ppl with KBs. I believe him.
I have not taken the time to compare the tables that would pertain to act temps between the a9l & cbaza strategys.
The a9l temps have to be higher it goes without saying.
That is only one of the reasons I think putting the a9l pcm in our cars is hokey. You got a pcm that is expecting to be see temps that are higher than what it does see.
All that was said to somehow show that just moving the act to the lower is only gonna be step one in a two step process.
The second step is ..............
One is gonna have to make adjustments to compensate for the act temps that are now much higher than expected by the pcm.
I most certainly do see the advantage of moving the act to the lower with the KB.
Grady
The a9l temps have to be higher it goes without saying.
That is only one of the reasons I think putting the a9l pcm in our cars is hokey. You got a pcm that is expecting to be see temps that are higher than what it does see.
All that was said to somehow show that just moving the act to the lower is only gonna be step one in a two step process.
The second step is ..............
One is gonna have to make adjustments to compensate for the act temps that are now much higher than expected by the pcm.
I most certainly do see the advantage of moving the act to the lower with the KB.
Grady
Don 95Vert
Founding Member
On an A9L the ACT doesn't pull timing until 240* - then it pulls 6*. It also limits adaptive learning above 200 and below 100 and adds fuel at and below 0*. It also adds to idle speed above 200.
On a T4M0 (94-95 % speed GT) the adaptive learning limits are wider. It also uses the ACT to add a ton of fuel above 116* up to 30% more at 200*. Then it pulls timing starting at 150* - the amount of timing depends on load and RPM - at 150* it pulls a little over 1* at max load and max RPMs - it goes up from there.
From this you can see that the ACT from the factory is in a cool place (LOL!!) - the TB/MAF pipe and if you move it, which you SHOULD do on any blower car, you absolutely need to adjust the tune to reflect this or the car will run like crap. On a blower car it's a good safety valve to prevent detonation fram a hot intake charge.
You should use a Gen 2 Lightning downstream ACT (F6SZ1-2A697A) and you'll need a new style connector too.
Don
On a T4M0 (94-95 % speed GT) the adaptive learning limits are wider. It also uses the ACT to add a ton of fuel above 116* up to 30% more at 200*. Then it pulls timing starting at 150* - the amount of timing depends on load and RPM - at 150* it pulls a little over 1* at max load and max RPMs - it goes up from there.
From this you can see that the ACT from the factory is in a cool place (LOL!!) - the TB/MAF pipe and if you move it, which you SHOULD do on any blower car, you absolutely need to adjust the tune to reflect this or the car will run like crap. On a blower car it's a good safety valve to prevent detonation fram a hot intake charge.
You should use a Gen 2 Lightning downstream ACT (F6SZ1-2A697A) and you'll need a new style connector too.
Don
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