cordes
06-26-2008, 09:04 PM
I know that many of our heads were spinning during the tech session trying to keep up with all the incredible information that was presented to us. I thought that perhaps a thread to post a couple of things you took away from the session was in order. I am sure a discussion of the various points will come up, and I think that will be good. Perhaps I misunderstood what was being said etc. Here are my top things I recall.
1. Temprel sells thermocouple probes for cheap. http://www.temprel.com
2. Always weld in the bung as air will most likely get in otherwise and lower EGTs dramatically.
3. Tune for around ~1600*F preferably measured every 500RPM for at least a couple of seconds by dragging the brakes.
4. Weld the bung in the inlet to the turbo about where the Turbonetics logo and .63 are stamped while making sure it is centered in the housing.
5. A company called biwax made the potting compound for the boards. I did a search and it looks as though they were bought out by felpro who is apparently owned by federal mogul. I could not find a page for them.
6. The charge temp sensor is accurate so long as you are using one of the sensors with the exposed wires on it rather than the enclosed ones which apparently came stock. It was suggested by Bucar that a small zip tie was used to keep the wires from fatiguing and breaking off. 5 Digits suggested that a tiny dab of RTV would accomplish the same thing also.
7. modifications to the intake manifold are one of the key elements that will effect EGTs in the different cylinders and it was highly recommended to use as many thermocouples and instruments as possible to determine how evenly the intake is flowing as some cylinders could lean out due to the uneven flow. It was suggested that the exhaust manifold does not play nearly as significant a part in this process and should not be a problem.
8. There really shouldn't be much more than a 50* difference in the exh. gas temp from 1" away from the head in the runner to the inlet of the turbo.
9. ~40* variation in EGTs between cylinders is considered normal even under perfect conditions and anything closer is rare.
10. Getting a baseline for the knock that a given motor generates with a scanner at every 500RPM will help to outline a knock table for the cal. Take that value, add 10% because noise increases with cylinder pressure and anything above that value will be considered knock.
11. A 7* taper from the inlet of the runner in the intake manifold to the opening of the port is considered ideal. Making molds of the runners and taking cross sections of said mold is a good way to make sure the runners are the proper shape and volume.
12. Although premitive by today's standards the knock sensor and tables should not be delted as they are a great safety measure.
13. If a car is tuned for maximum performance on the drag strip it will probably not live at the road course due to the increased time under load. It was stated that when doing the tests on motors the Chryco guys would take the readings at a given RPM after one minute under load.
That is all I can think of right now. Post up what you took away from the session or just a comment.
1. Temprel sells thermocouple probes for cheap. http://www.temprel.com
2. Always weld in the bung as air will most likely get in otherwise and lower EGTs dramatically.
3. Tune for around ~1600*F preferably measured every 500RPM for at least a couple of seconds by dragging the brakes.
4. Weld the bung in the inlet to the turbo about where the Turbonetics logo and .63 are stamped while making sure it is centered in the housing.
5. A company called biwax made the potting compound for the boards. I did a search and it looks as though they were bought out by felpro who is apparently owned by federal mogul. I could not find a page for them.
6. The charge temp sensor is accurate so long as you are using one of the sensors with the exposed wires on it rather than the enclosed ones which apparently came stock. It was suggested by Bucar that a small zip tie was used to keep the wires from fatiguing and breaking off. 5 Digits suggested that a tiny dab of RTV would accomplish the same thing also.
7. modifications to the intake manifold are one of the key elements that will effect EGTs in the different cylinders and it was highly recommended to use as many thermocouples and instruments as possible to determine how evenly the intake is flowing as some cylinders could lean out due to the uneven flow. It was suggested that the exhaust manifold does not play nearly as significant a part in this process and should not be a problem.
8. There really shouldn't be much more than a 50* difference in the exh. gas temp from 1" away from the head in the runner to the inlet of the turbo.
9. ~40* variation in EGTs between cylinders is considered normal even under perfect conditions and anything closer is rare.
10. Getting a baseline for the knock that a given motor generates with a scanner at every 500RPM will help to outline a knock table for the cal. Take that value, add 10% because noise increases with cylinder pressure and anything above that value will be considered knock.
11. A 7* taper from the inlet of the runner in the intake manifold to the opening of the port is considered ideal. Making molds of the runners and taking cross sections of said mold is a good way to make sure the runners are the proper shape and volume.
12. Although premitive by today's standards the knock sensor and tables should not be delted as they are a great safety measure.
13. If a car is tuned for maximum performance on the drag strip it will probably not live at the road course due to the increased time under load. It was stated that when doing the tests on motors the Chryco guys would take the readings at a given RPM after one minute under load.
That is all I can think of right now. Post up what you took away from the session or just a comment.