Originally Posted by moregrip

manually activated efans are a big help because you can pull air through the heat exchanger when you want. A full gulp of cool fresh air is another important factor.

Originally Posted by Fandango

What IAT's are you seeing at the top end of the 1/4 mile moregrip?

How about you parish, your IAt's?

Anyone with a whipple log IAT's?

Vortech?

ATI?

Originally Posted by DrX

Let's continue on with the heat issue. As you mentioned there are several sources of heat including compression(and where it takes place), friction. recycling(roots), heat soak, etc.

We can discuss the compression end of it more but after doing some logging today I was reminded that my IATs would go up around 10*C during a short WOT run but they would increase 10-20* more while shutdown or idling. So unless you keep moving, you are starting out in the hole for the next run. Are some FI systems more affected by heat soak than others? What can we do to mitigate this factor?

Originally Posted by mzoomora

Lets talk turbo-
They make tons of power, more than any other form of FI- that is a point that is hard to argue. Even more than the system I chose.
What do you turbo guys think are the best places to mod after doing a turbo kit, like a STS or Livernois? On a front mount kit how much do you think the factory cat-back would hold you back? How about factory manifolds for a STS? Where do you think money is best spent on mods for a turbo'ed truck? It would seem to me that the extra air volume would almost dictate a better exhaust system. But, I thought I read that STS says that there system doesnt "require" exhaust mods for signifigant extra gains?
I want to talk turbo, mainly because I am sick of hearing about the Radix. This is supposed to be about all FI, isnt it? You know what, it is a great system. But, it is what it is- a complete system with OE quality the develops good power gains. It is not a very expandable system or the right system to choose for BIG power. Heat does affect al systems, but the Radix is like a huge heat sink. It is attached to the hottest part of the engine, the heads. Also, although their intercooler system is compact and well desgined for street use it is not as easy to expand as a centrifugal or turbo. I would bet that the Radix has the most trouble controlling IAT's, especially over a series of runs. You know what, I had IAT problems with my D1. So I spent a LITTLE money on an eBay intercooler and saw a huge difference in power on back-to-back runs. Plus I didnt even have to have any new pipes or anything made. Somebody on here said they saw nearly 100hp after upgrading the intercooler on their ATI on the top end, if you are reading this please post.
Who here has had IAT problems with their FI? What did you do and did it solve your problem? I know nitrous is a quick fix, as is water/meth, but did anybody see a big drop in IAT's from an intercooler upgrade?

Inquiring minds want to know.

Originally Posted by sleek silverado

I know some run dual power adders, ie - FI and Nitrous. Does anyone have any info on which type of FI works best with nitrous? What are the typical limits (how much)? I know a lot of this depends on your setup and if your motor is built, etc. I just want to know what has been done and what hasn't.

Originally Posted by parish8

i have no idea what you just said , based on the ve chart i am prety sure the ve will fall off above 14,000rpm. any compresor is going to have a sweet spot and it looks like 14,000rpm is the sweet spot. above this point you will start to see diminishing returns. that isn't saying it wont make more power as you spin it past 14,000rpm but the gains per rpm increase will be less and less as the rpms go up.