Looking at datalogs of IAT on my AP1 turbo car at the track its definitely heat soaking but it seems ok when the cars moving.
Sitting on grid with a car thats cold at all the IAT's are as high as after 4 laps when coolant and oil are starting to overheat.

Once the car starts moving IAT drops and gradually creeps up to the level it was on grid over a few laps.

Once its warmed up the pattern is when the cars moving the IAT's drop 10-15F then under braking swing back up.

I didn't have the correct tables in the AEM (v1) for this datalog so the actual temperatures in the logs are wrong (-10F bellow ambient!) so thats why I am explaining what its doing in relative terms!

 

I relocated my sensor (00-05 style) into my charge pipe low in the engine bay, between the throttle body and the intercooler. I typically see near ambient temps while driving and 10-20 above if stopped a while. On a 1-4 pull I usually see the temp go from ambient to about +6-10 higher by the end of the pull.

I don't think the air is going to pick up a lot of heat at WOT going through the manifold. The main time I've seen things heat soak is with stagnant air.

 

Is there a reliable way to mount the IAT near the TB for us MY06 guys?

Under high boost, I can see that sucker popping out of the silicone coupler.

 

It is best to be able to use a 3 dimensional table for this. This is why Honda has multiple tables for iat adjustment. There is also closed loop feedback on the fueling when not under high load.

 

Can't remove iat sensor. Need iat and map sensor for ECM to calculate airflow. So moving the sensor just changed your point of reference. So moving it IMHO might make you feel better seeing a lower iat number you are still tuning to that reference point. So the guy that leaves it will just have a different set of corrections then the guy that moves it. But both accomplish the same goal when the car is tuned. Again IMHO. It's all mental masterbation. I think map based tunes are speed density if I remember right.

 

Sure. When sitting at the light for example, the TB plate is near shut. However the IAT is picking up and climbing +20F over ambient where it is located far from the manifold and any conductive path.

In my case, the TB is mated to the aftercooler via a silicone coupler. There's another coupler from the aftercooler to the blower outlet. And yet another coupler from the blower inlet to the intake. It's this third junction where the IAT is placed. Conducted heat from the manifold isn't going to reach the IAT.

 

The way I see it from the data it reacts pretty quick when its getting air past it and the heatsoak readings go. So when you're on the gas its working and thats when you need it working right. Definitely with an AEM v1 you need to lookup the correct IAT readings table for the ECU because the stock tables are way off like 40F, theres some standard IAT correction tables that can come into play and add a bit of fuel of a cool day because its reading so wrong!

 

I wasn't insinuating that..? I think it's plausible that it could be reading accurately, but I noted that I've been too lazy to run any kind of tests myself to verify if and how much heatsoaking is taking place. As I said, I see ~+40F over ambient. Considering how hot the engine bay is and how there's little air circulating under the hood at low speeds, I don't think it's crazy to think that actual intake temps are as high as they are.

Ultimately as someone else noted it largely seems like a non-issue as correction tables should account for any differences, but still has made me wonder from time to time.

 

I don't do this whole grammar correction Nazi thing, but the phrase is "for all intents and purposes". I used to call a "chest of drawers" a "chester drawers" until I was far too old for me to believe I was saying it wrong, lol!

I agree that the most accurate reading will be achieved with an IAT sensor in the manifold. An IAT sensor placed pre-compressor is a bad idea. We all know that the air post-compressor will be hotter by the laws of thermodynamics. I've never actually even seen what our IAT sensor looks like on the sensor side... does the sensor protrude pretty far down into the air stream?

 

Perfect support to show it's not heat soak from the engine alone that leads to these higher temps it's actual hotter air. In your case the engine is for all intensive purposes isolated from the sensor yet you have the same readings as others. When an engine bay heat soaks the intake air temps rise this is just the nature of most vehicles. Your sensors readings are accurate IMO and reflect the temp of the air.
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Engine is isolated from sensor; however is still impacted by radiated heat vs conducted heat. I would agree there's some influence of air temps due to under hood temps. As for how much is from sensor being heated vs real air temp is unknown. I would think the sensor heating is the greater influence, based on the slow cooling of IAT temps when you're moving.