Surfing..reading..etc...


http://www.thedodgegarage.com/turbo_shortblock.html


I found the little "NOTE" above intresting as i was thinking the same thing about the coatings.

Lots of good reading out there on other SC or TURBO sights...
Where did you guys get your EGT gauges? Its probably overkill for what im doing but i like the gismo factor involved. With my motor on the stand i can see the bolts that seal the access points on each exhaust port. I can even the see the small whole were a sensor/probe would protude. During critical phases of flight i watch EGTs as part of my job...would be kind of trick to have a set neatly installed in view some where on my car.


http://www.horsepowerfreaks.com/def...categorycd=GEGT

I have images of 8 vertical tape displays on the screen bobbing up and down as i blip the throttle


regular gauge...


This WOULD BE TOOO COOOL FOR SCHOOL!..only 6cyl in this pic..get dual 4cyl set up...a wee bit pricy though...just a bit $1660.00 for a 4cyl set up with memory, so over 3 grand!





This is for a twin engine 4cyl..obviously 8 total..and its cheaper! 2700 bucks!


I better quit now or i will be raiding a parts bin at work....


What would be considered the MAX operating EGT on these motors?

 

That would be too cool.

Now, where to put 'em???

 

[Thank you for reminding me how much I HAVEN'T been studying since my last ground school~]

-I've often wondered what a proper EGT on these engines would be...

N?

 

Tony,
You can get a pyrometer (EGT gauge) for a semi parts store. I've heard that Isspro is a good one. around $200.Here's a link Check out the Turbocator.

Andy K

 

Tony,

Many years ago (15+) I used a pyrometer on my 4 cyl race car to monitor Exhaust gas temps. I put the thermocouples into the two center cylinders header pipes. The system worked great allowing me to tune properly and stay away from detonation.

I would think by now there should be the capability to have more flexibility as to configuration of the setup. I would contact these people. They were great to deal with and very helpful for me:

ISSPRO, Inc.
2515 NE Riverside Way
P.O. Box 11177
Portland, Oregon 97211
(888)-4-ISSPRO (888) 447-7776
Fax (503) 249-2999
E-Mailinfo@isspro.com

no affiliation, etc.

Good luck

JF

 

That does make sense. A lot of the heat of combustion is absorbed by the piston's crown, and is wicked away by the top ring, whose job in addition to sealing, is to also transfer that heat to the cylinder walls where the heat is subsequently dissipated into the surrounding coolant. A ceramic coating on the piston crown will impede this route of heat removal, and the heat must go elsewhere.

All right, here’s what Corky has to say, page 237-238:

“With ceramic barriers, charge temperatures will rise slightly as a consequence of less heat entering the piston. Bear in mind that charge heat is the cause of detonation. The rush to ceramic coat everything that sees fire in the engine is, in this writer’s opinion, a bit premature(..as of 2001). Keeping heat out of the piston is generally desirable. Conduction heat out of the chamber is equally desirable. I feel quite capable of arguing either side eloquently.

"Two things are clear: First, if the detonation characteristics of the combustion chamber can stand more heat left in the chamber by ceramic coatings, then raise the compression ratio in addition to the ceramic coating, or increase the boost to take advantage of the added margin of safety. Second, when Formula 1 engines use ceramic coatings and we are permitted to know that, we should , too. Until then, ceramic coat the exhaust port from the valve to the manifold face and get on with other details.”

Since ‘Supercharged’ was written in 2001, there should be more in depth pros and cons available regarding this topic.

 

I actaully like the "pro-flo" above. Has 4 in one gauge. Get 2 and you have all 8 cyls covered. Gadgetry I know.... I guess if im going to do it id rather have all 8 monitored for the giggles of it. With only one EGT in each header you wouldnt have any idea of what an individual cylinder is doing. May be handy for trouble shooting at some point....like finding if you have a lean running cylinder at the end of a fuel rail ..or a faulty plug etc etc

A thing to watch for in these things is there reaction time to temp change. I know the ones you can get for snowmobiles are for all purposes Instant.

Anyway..i have to get a good Ipod device with a FM tuner so i can ditch my radio first. I pod goes in the tape storage/center console...and the guage setup goes were the radio was. Just window shopping with ideas at this point...besides im frying other fish right now.

 

Go with it Tony!!! Just a few more indicators and you'll have the car looking like the cockpit - or better yet, the Control Room of a Nuclear Power Plant!

 

I use a fluke meter with thermocouple module and switch from cylinder to cylinder....

Used it during many an open road race...very valudable tool.

Marc
DEVEK

 

I use a fluke meter with thermocouple module and switch from cylinder to cylinder....

Used it during many an open road race...very valudable tool.

Marc
DEVEK

 

Marc-

My dad [Nuclear engineer] always had Fluke multimeters floating around the house. Incredible quality...

What did your EGT's actualy run? Do you know what unmodified EGT's typically show? From my days flying Piper Seminoles and Arrows with Lycoming 6.0 liter engines, I can remember their EGT's. In fact, the pilots manual states that one should lean the engine out to peak EGT while enroute.....

I really wish I had a mixture **** in my 928!

Normy!
'85 S2 and 5 speeds~

 

Hi,
the following information on Pyrometers - EGT readers - may be of some interest to you

1 - I use the ISSPRO Pyrometers in all of my 500hp heavy trucks and have done so for about 10 or so years. They have been completely reliable over many millions of miles and not one component has ever needed replacement

2 - Getting "Professional" Drivers to understand them and then to use them correctly is one of life's challenges!

3 - I have used them for many years to determine optimum inlet and exhaust tracts in HDD engines and in measuring various characteristics in engine development.
Now of course they can be looped into the ECU and also read via a laptop
or the data can be part of a retained onboard database

4 - They can be used as part of a "warning", "rampdown", "shutdown" system of engine protection when combined with other sensors

5 - They can be a real aid in engine diagnostics - in a variety of ways

6 - Modern Euro heavy diesels are now combining them into ECU's as part of optimum gear/road speed/load computations and signalling ( and enabling ) gearshift points - especially in new automatic electro-airshift manual transmissions

7 - The highest temps we have recorded are 425C ( continuous long climbs and @ 100 000>lbs ) - the highest permissible ( in my HD diesel engine "family" ) is 575C>. Mostly they reactic quickly to engine load changes

8 - The pictures of pistons on here and the top ring's positioning prompts this;
a) New piston designs in HD diesels now have top rings installed very close to the piston crown for emission management. This design reduces the "dead" volume above the top ring. The oil jet cooling of the undercrown of the piston has now become very important. Like on the S4?
( This alone puts significantly more stress on the engine's lubricant )
b) At the same time EGR in new NA heavy diesels has required new lubricant specifications to cope with the very high lubricant temperatures in this area due to the oil film being closer to the combustion process
c) Certain lubricant's ash levels can cause problems in this design
d) A higher film strength is required at the very high temperatures generated at 150C>

Proving too no doubt that a wise choice of lubricant is needed when racing our cars

Regards

 

Just a note/comment...

You know what is so great about this list?
The back grounds of the "posters" and the many different views and ideas on a subject they they bring, its really pretty cool and it all helps in some form.



Interesting stuff Doug.

 

Those measurement tangs sure look thick. My concern for proper positioning of the sensor tang was its impedance of exhaust gas. That area just before the inlet of the manifold is indeed very important.

I will be able to trim individual cylinders with the DTA, so I am especially interested in EGT metering. I was planning on some sort of square digital display with 8 sets of readouts, because if you have a switched display, what if you don;t look at the #4 for a few minutes, and thats the one with a bad injector? At 600hp, you will get bad quick.

 

This thread got me thinking about some sort of computerized data acquisition. Roaming the web, I came upon this. Eight channels of analog input, USB output. Plug your 928 in and watch your EGTs on your laptop screen.