I did the same thing to my old Beretta when I put a K&N cone filter on it..... I didn't buy any extension, speaker wire is plentiful and cheap

I dunno if there was any difference though.....

 

I never noticed any difference either.

The idea of it though, is that the truck will think it's getting cooler, more dense air, adding a little bit more gas. It doesn't think that the engine is cold, but the air instead.

Might be good for a fine tune type of thing.

 

I will let you all know how it works out and will keep track of the mpg to know if it goes down any

 

Hey guys I have felt a little gains some better throttle response and have been checking my MPG and they went up just a little not down like everyone said so I think it was worth it. But have been told I will have problems when it gets down to freezing temps but well see.

 

If you don't mind, i'd like to tell you all why this really won't work the way you all think it will.
The PCM uses the IAT for basically two things. 1) To help calculate the injector pulse-width (i.e how much fuel gets put in). 2) To help the PCM with adjusting the timing. Lets examine each of these:

1) As far as using the IAT relocation to increase the injector pulse, yes on the surface this seems like an easy way to trick the PCM into thinking it needs to dump more fuel. Problem is, the PCM doesn't rely on the IAT alone to determine the pulse width. In fact, it actually relys much more heavily on the MAP sensor for this function. No matter what your IAT is reading, the MAP sensor reading is still going to be the main determiner of what the PCM will do to the injector pulse. The reason is simple. Air pressure (barometric pressure) impacts the way your truck runs far more then air temp. Take for example a truck that is at high altitude where the air temp is very cold, but the air pressure is much lower. If you let only the IAT detemine the amount of fuel to push, it would dump extra fuel due to the cold air. Problem is, when there is little air pressure, there is not enough air/oxygen entering the cylinders to make a correct burn with all that extra fuel. The truck will run way to rich and probably die out. The MAP prevents this from happening. So no matter how cold you make the PCM think the incoming air is, it will still use the MAP reading to ultimatly determine actual injector pulse width.

I'm not saying that relocating the IAT won't help at all. In fact, the one place that relocating the IAT might make the most impact is if you live somewhere that is at a low altitude where barometric pressure is generally higher but also somewhere that has higher temps. But the result will still be fairly minimal overall and will also vary all the time as barometric pressures fluctuate up and down. So sometimes you might notice it while other times you probably won't. What you want to do instead is trick the PCM with what it thinks it is seeing from the MAP sensor. I can tell you how to do this if you're interested because I do it on my truck. The results will still not be what you want though without a complete change in the way your PCM is tuned because you still have to operate in both closed and open loop modes, and tricking the computer in this way really only helps your open loop performance.

And by the way, for those of you who haven't figured it out yet, this is why so called "cold air intakes" on our trucks don't yield the results that people expect (and usually what is advertised), and why ram-air style intakes and also round air filters (even though they supposedly let in only hot air from the engine bay) actually perform better. Since the PCM is determining injector pulse based more on absolute pressure then by air temp, having an air filter intake that lets in the most amount of air, regardless of temp, will always outperform one that lets in cooler air, but less of it. This is also the reason why vehicles that utilize mass air sensors tend to get much better results from upgrades like cold air intakes (when compared with our trucks or other speed density systems). The PCM/ECU's in vehicles with those systems are better able to take advantage of cold air because the computer not only knows the temp of incoming air, but also the amount of incoming air. So it can adjust air/fuel exactly based on these parameters combined. So air temp is much more important to the computers of these systems, and it utilizes colder temps much better to make power. Our trucks are not mass air systems, so they can't do this because the PCM doesn't hardly care at all about air temp when it is adjusting a/f, it primarily only cares about MAP. This is the main reason people wrongly believe so easily that a CAI is the best way to go for performance on our trucks. What they forget (or just don't know) is that our trucks are not mass air, they are speed density, and the same principles don't apply no matter what the CAI manfucturers tell you. To understand how to make our engines respond to various performance upgrades, you need to first understand (and accept) what our PCM's actually care about most and how our PCM's use various sensor inputs to actually make performace. Then you will know what modifications to do, and what ones are a waste of time and money. Custom PCM tunes change all of this around because you get to actually control better what the computer cares about and how it uses the inputs it is getting from the various sensors in its system. This gives you more leverage and allows you to take advantage of certain modifcations better then if you just have the stock PCM.

2) The second problem with relocating the sensor is that the PCM uses it to calculate timing. If it senses higher intake air temp coming from the IAT, it will pull timing to prevent pinging that can result when hot air enters the cylinder. So what you will probably find over time with this mod is that your truck will ping more. Why? Because the PCM will not correctly adjust timing if it thinks the air in the intake is always cold. So if the air in the intake is actually hot (which is basically always the case since we have plenum style intake manifolds), the truck will go ahead and ping but the PCM will not do anything about it because it still thinks the air temp is cooler then it really is because of the false reading coming from the IAT. The PCM will allow the timing to stay advance, even though the air is too hot for that much timing. So if you suddenly develop a ping that you can't seem to get to go away, that relocated IAT will likely be the cause.

 

I would agree that a free flowing intake tract, drawing hot, engine compartment air, will perform better that a restrictive cold air induction system. But, if you have two systems with equal flow, only difference being air temp, the cold air system will perform better, because the colder air is denser, and will translate that into map values.

Keywords here being "Free Flowing". The engine is just an air pump. The more efficiently you can move the air in/out of the engine, the better your performance.