Quote:
Originally Posted by longodj
Hey Kev didn't mean to insult. I guess I was understanding "I'm too wimpy" as I'm worried about something going wrong...i.e. unsafe
You're completely entitled to you opinion and hell it's your car, I was just trying to give you a friendly bump as that usually helps people (myself especially) get over feelings of "too wimpy." I can see where you're coming from with the IAT bit and it probably would make more sense to do a GruppeM or a CAI, but....I like my hot air intake 
I'm actually having a hard time understanding that AMG's supercharger...so it has an intercooler built in and puts out low boost. That makes sense and looks very safe. Were you having a hard time with IAT because of the intercooler not being able to reduce temps enough or what was the cause..? It seems our intercoolers can control air temps very well and especially if you go the aftermarket route...thus the reason I went with hot air, until I'm pushing my intercooler I personally don't need it. |
The "wimp" part refers to the moodiness of my car. In the past month or so, my car visited the dealership for 3 different times, each time they found a module blown some where in the car. So, naturally, I'm a little more cautious about what I do to my car, coz I don't want it to die on me.
I guess if you have a very efficient FMIC upgrade like Helix, AA, or Dinan, you could probably get away with the open intakes. I think even for turbocharged cars with FMIC, the IAT is still an important factor in making power, so I'm going for a RAM air design to bring in as much cold air as possible, without altering to much of the intake mechanism.
As for the S/C'ed M113, there is no separate FMIC in the unit and the s/c is cooled by integrated cooling circuit, which renders it fairly inefficient. Heat soaking is major theme on these cars, as well as high IAT. We also have limp modes on car, where our S/C will disengage (the S/C has a clutch so it's not always running) at an IAT >199F. The heat soak part can be dealt with by replacing the water pump with a more efficient one, and Evosport as well as VRP Tuning also developed an auxiliary cooler for the engine:
http://www.evosport.com/product/prod...ER.M5K.PPC.211
People attempted to run the engine with two K&N cone filters attached to the charge pipes, but they actually end up losing power instead. That's why we were pulling our hairs out to try to find a solution for the intake situation. The separate heat exchanger helped with lowering the IAT quite a bit. For increase flow, you can either go for the GruppeM intake, or you can settle for a more reasonable alternative, the VRP carbon intake.