Monty’s EMU Black ECU was of course very carefully calibrated against the well known and very consistent Bosch IAT and CLT sensors so I’m confident my data is good, but given the logs show a rise in both temps at idle I thought I'd have a look at what happens to Monty's IATs and CLTs if I accelerate hard after a sustained idle period.

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As we can see as soon as the engine starts pumping the IATs fall away extremely rapidly as does the CLT, Ok so with reference to CLT shortly before I accelerated off the lights the rad fan had activated but as the revs rise, the water pump starts to spin harder, and we get some air through the rad the coolant temp also drops super rapidly (95c peak at fan activation to just 73c). Also keep in mind when the rad fan comes on it'll be blowing hot air directly into the closed engine bay right where my open air filter resides, despite this and there being no cool airflow because the car is still sat startionary there doesnt seem to be any corelation between the rad fan running and a rise in IATs, to me this is further proof there really is nothing to be concerned about if you've deleted your Mondeo airbox.

Now look at the measured event area in the log I've highlighted and we can see both the CLT & IATs complete their significant decreases in just 1.45 seconds! Within less than a couple of seconds and after a sustained period at idle all temps are perfect, actually in the case of CLT its a bit on the low side (73c) but this soon corrects to the 82 - 85c normal driving range I see.

Another point of note is despite the aggressive acceleration event off the lights there's no knock detected so no ignition angle correction, IAT ignition angle correction also remains completely dormant. I again conclude that while the Mondeo filter airbox delete can mean IATs rise at idle, the moment the engine starts pumping, the high volume flow of new cool air brings the IATs right back down almost instantly.

I therefore do not see any hot air performance issues arising from fitting my open AEM DryFlow air filter, what it does ensure however is there's no restriction above roughly 172hp at WOT (wide open throttle). In summary, if you've deleted the Mondeo airbox and you're at all concerned about high IATs with an open filter, the solution is simply to stop sitting at idle and drive the car because everything sorts itself out automatically and almost instantaneously as you pull away.

I do concede high IATs at idle traditionally can lead to poor idle quality, but this is really old hat as it relates to one of the greatest frustrations of carburettor tuning, injection largely fixed this challenge years ago. Monty’s EMU Black has proved especially good at closed loop idle management by deploying both the IACV and scatter spark correction strategies referencing IAT & coolant sensor feedback to always deliver your chosen target idle speed no matter what.

More recently I’ve also activated PiD idle management, this is a new one for me but it really does help to polish off any final tiny rough edges, using all these strategies and following a relatively short period of systematic calibration I was able to absolutely pin Monty’s idle speed to my 950 rpm target with witchcraft-like efficiency, and irrespective of engine load or IAT changes.

All very impressive stuff from ECU Masters who make the EMU Black ECU, but let’s not forget Morgan didn't build these cars to sit at the lights all day laugh2

drive flag

Last edited by Montegue; 03/01/24 08:26 PM.