What temps are you reading of you EGT Gauge...
10-28-02, 12:49 PM
#2
RX-7 Bad Ass
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On what kind of car? Turbo or NA? Fahrenheit or celcius?
Man, I hate vague questions.
Dale
Man, I hate vague questions.
Dale
10-28-02, 04:23 PM
#7
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Originally posted by silverrotor
I heard b'n 720-740C at WOT for Turbo's.
I heard b'n 720-740C at WOT for Turbo's.
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10-28-02, 04:38 PM
#8
I remember RETed saying this about his Turbo In this Thread. https://www.rx7club.com/forum/showth...hreadid=123093 You don't remember? You participated In this thread!
10-28-02, 04:59 PM
#9
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Originally posted by Ryde _Or_Die
Hmm...I dunno then. When I searched I saw that Scott was seeing like 760C I believe and then hardcore soul assassin said not to go over 900C so I'm not sure.
Hmm...I dunno then. When I searched I saw that Scott was seeing like 760C I believe and then hardcore soul assassin said not to go over 900C so I'm not sure.
10-28-02, 06:52 PM
#10
I wish I was driving!
In the turbo downpipe, I was seeing around 700-750 at WOT when I was able to get things tuned.
My worst was a little over 400 when my nitrous system was giving me hell. KILLED power.
Tuning a stock turbo with nitrous is a long, trying procedure.
My worst was a little over 400 when my nitrous system was giving me hell. KILLED power.
Tuning a stock turbo with nitrous is a long, trying procedure.
10-28-02, 07:57 PM
#11
My worst was a little over 400 when my nitrous system was giving me hell. KILLED power.
400C? I would have thought that the use of Nitrous would cause higher than normal temps.
Tuning a stock turbo with nitrous is a long, trying procedure. [/B][/QUOTE]
Don't you mean tiring procedure?
400C? I would have thought that the use of Nitrous would cause higher than normal temps.
Tuning a stock turbo with nitrous is a long, trying procedure. [/B][/QUOTE]
Don't you mean tiring procedure?
10-28-02, 08:15 PM
#12
I wish I was driving!
Originally posted by silverrotor
400C? I would have thought that the use of Nitrous would cause higher than normal temps.
Ordinarily, this is true. However, even with a madly ported S5 wastegate, my shot size was giving my crazy creep under nitrous use.
Since nitrous oxide tuning relies on fuel pressure, you need to know (and have a set) fuel pressure.
Since fuel pressure increases in relation to boost, you need to know your boost level.
Since boost increase relies on nitrous amount and proper combustion of the mixture, boost was impossible to predict.
Since I was attempting to add fuel for the added boost via the wet side of the nitrous, things ran even more rich.
Sometimes I'd watch it skyrocket to 18 psi, and have to let off as the EGT's went up too.
Sometimes I would predict a boost level, and have the boost stay way down, and thus the fuel pressure would too, so the engine would run rich or lean according to shot size.
Now, also keep in mind you ahve to tune the system after each run manually by changing jets.
Now, also keep in mind I was trying to tune two different stages.
Now also keep in mind that boost (as well as fuel pressure) increased and decreased with engine rpm, as well as the shot I was running. So my first stage tuning, when perfected, went moot when I used the second stage since the boost increased.
If I were to do it all again, I would buy and run a second FPR, non-referenced at a constant 30 psi behind the normal FPR, and tune from there. It's a lot easier to tune with a set FPR, as such exists on a car with a big wastegate, or even better, an NA. Even with this set-up though, I would still have to deal with the increase of fuel pressure during the second stage and rpm increase. The best set-up will be going into the new engine ( read: a BIG wastegate).
Don't you mean tiring procedure?
400C? I would have thought that the use of Nitrous would cause higher than normal temps.
Ordinarily, this is true. However, even with a madly ported S5 wastegate, my shot size was giving my crazy creep under nitrous use.
Since nitrous oxide tuning relies on fuel pressure, you need to know (and have a set) fuel pressure.
Since fuel pressure increases in relation to boost, you need to know your boost level.
Since boost increase relies on nitrous amount and proper combustion of the mixture, boost was impossible to predict.
Since I was attempting to add fuel for the added boost via the wet side of the nitrous, things ran even more rich.
Sometimes I'd watch it skyrocket to 18 psi, and have to let off as the EGT's went up too.
Sometimes I would predict a boost level, and have the boost stay way down, and thus the fuel pressure would too, so the engine would run rich or lean according to shot size.
Now, also keep in mind you ahve to tune the system after each run manually by changing jets.
Now, also keep in mind I was trying to tune two different stages.
Now also keep in mind that boost (as well as fuel pressure) increased and decreased with engine rpm, as well as the shot I was running. So my first stage tuning, when perfected, went moot when I used the second stage since the boost increased.
If I were to do it all again, I would buy and run a second FPR, non-referenced at a constant 30 psi behind the normal FPR, and tune from there. It's a lot easier to tune with a set FPR, as such exists on a car with a big wastegate, or even better, an NA. Even with this set-up though, I would still have to deal with the increase of fuel pressure during the second stage and rpm increase. The best set-up will be going into the new engine ( read: a BIG wastegate).
Don't you mean tiring procedure?
I did, however, get things tuned to a good 16 psi under nitrous, using both stages tuned for that psi, and at 160 hp on the nitrous total.
Thus the reason for my "don't use nitrous on a turbo" addition to my nitrous write-up.
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