I think the problem was finding a IAT sensor that would work with the ecu. What about buying a third MAF (only for temp) and finding a place to stick it? Is there room in the Stillen IM, after the intercooler, to shove a third Nissan MAF....Then splicing the IAT wire only into it? I guess it boils down to space. Then the front two MAFs will only be reading airflow, not temp, and still keeping the ECU happy.

Hmm. I haven't scrutinized the air temp correction tables, but in theory you should be able to just rescale/retune them -- they are probably affecting timing more than fueling, as regardless of measured temp, it should still be reading a greater airmass (although I'm surprised folks aren't hitting 5 volts with some decent boost).

Of course having the ECU actually respond to actual (post IC) temps would be preferred... Does it tend to run lean, rich, or just pull timing?

Anyway, so long as you have post IC temp readings to monitor and log, even manually from an outside gauge, you can probably just re-tune the adjustment tables to get everything closer to the desired ballpark.

Is the problem definitely one of measurement? I had thought the major issue with the stillen kit was that the piping design was just poor for flow beyond a certain level of boost :confused:

Actually that thing must flow better than anything. With 4ft of piping in the whole kit and a tiny ic.

Swiss370Z is running a AIT sensor, I think he's mounting it in the IM. He had a pic of it in his build thread.

why not run speed density instead of MAF? then you can tune more accurately and it wouldn't matter that the sensor is where it is...Less modification and more stable tune

Lets talk flow. Which style ic is best suited for a sc and to flow the best. Horizontal like picture, or vertical like picture?

Looking for lowest psi drop here. Im not worried about which one cools better since i wont ever be making more than 14lbs.

I think the major issue with psi drop is making sure its appropriately sized and running as short piping as possible -- too big is no good, too little is no good.

For a project like this, I highly recommend picking up a copy of this book -- tons and tons of useful info:

http://www.amazon.com/Induction-Perf.../dp/1859606911

It has lots of useful tables for estimating these sorts of things -- really, really fantastic text.

Question, if you clock the charger downwards will the oil still sit properly inside the housing to keep the supercharger running efficiently?

Well I was looking to order one sometime soon. Like on Monday..lol..

After reading that book, what style our design would you go with?

I hadn't thought about this but your right! Every time I go to the track I blow a little bit of SC oil out the left brass plug that has a vent in it my first session. That vent is just a tiny hole, how are you going to keep oil from running out of it when you click it? The first time it happened I called Mark at Stillen from the track freaking out but he told me its to keep the pressure from getting to high so I don't think you want to block it off. You might be able to place the dip stick in the lower hole and the vent in the upper once it's clocked but I'm not sure.


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That's a great point !! I forgot about th DAMN hole that's on th top of the SC, that's how mine enjested water. The brass fittings on the top one of the has a god damn hole in the center, bottom of the whole for the Allen wrench . So not it'd spill out :/

I ran into that problem with water because my vented hood is open above it. I built an aluminum shield that covers it that fixed that problem. I couldn't figure out why the supercharger oil was milky white at first when I started draining it until I realize that vent is just a hole that let water in. Again Mark at Stillen help me find the problem.


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Attachment 104130

This was the problem.

You only clock the volute. Not the whole head unit.

The first one, but, again, its really more a matter of having the right size core for the cfm, and then blocking off anywhere that air might duck around the HE instead of passing through it, which is what you want.

Also, I'm mainly experienced (and far less so than many -- hence me recommending you get the book first) with roots blowers and A2W IC's. I'm just not sold on A2A as a preferred method...