Failsafe Pt2: 4 Channel EGT

[jakey]

Anyhow this unit looks promising: COMBINED ENGINE INSTRUMENT TL-3724
Good work Jake

Don't remember that one

[<GB>]

Why don't you save all the money from all this gear and buy a built engine that can handle things better

[jakey]

Why don't you save all the money from all this gear and buy a built engine that can handle things better

I think Benny's main reaction to your suggestion will be this: 'Without logging what is the point of spending any money on your engine. Regardless if $5 spent or $5000000 spent, it can still blow up -'

[jaydece]

Why don't you save all the money from all this gear and buy a built engine that can handle things better

As much as this above comment is some what rough....there is a point to this? you can put all the gauges, probes, log, install devices blah blah blah....where does it stop? where do you draw the line..?

Don't forget you still have to pay attention on the road and drive on top of all this....

I think what I'm saying....if I'm saying anything ( quote iron man II ) is be practical, enjoy the car......AND JUST DRIVE!

AMEN!

[<GB>]

well in that case why not log like the formula one's do lol

[<GB>]

don't modify it if youre always worried its going to blow lol

[GT-B Spec R Pilot]

Why don't you save all the money from all this gear and buy a built engine that can handle things better

I think you are missing the point (or maybe I am!). As I understand it the o.p. wants a way of knowing when he is getting into unsafe territory as far as engine longevity is concerned whilst giving his (remote) tuner valuable information to help tune his vehicle.
Think of it as a fuel gauge, if you didn't have one you would probably fill up much more often to avoid running out of fuel but with a properly calibrated fuel gauge you can wait until the light comes on knowing you have another 10l remaining in the tank.
It's the same principle, it is perfectly safe to reduce the margin for safety when you are monitoring the things which effect it but if you aren't basing that reduction on reliable data you are only guessing.
I have never tuned an ECU from a car but I would almost guarantee every reputable tuner has a safety factor built into their tune based on what they don't have data for. That is exactly how it works on large marine Diesel engines which is where I do have considerable commissioning & tuning experience.
A built engine has its limits like any other engine, there is a mechanical limit, a safety margin & what you tune it to. Minimising the safety margin simply gets you closer to the mechanical limit, provided you do that knowing what the risks are & being able to minimize the risks it's perfectly safe.

[bigBADbenny]

Maybe I'm secretly preparing for something else beyond daily drivers.
Perhaps I want to understand more about engine management.
I might like my minor turbo upgrade and want to nuts... On the stock bottom end.
This research might be a dead end but one that sends me in a better more relevant direction.
Who knows, I'm finding out anyway

[jakey]

Maybe I'm secretly preparing for something else beyond daily drivers.

Going by your last thread title, this isn't out of the question

[GT-B Spec R Pilot]

Maybe I'm secretly preparing for something else beyond daily drivers.
Perhaps I want to understand more about engine management.
I might like my minor turbo upgrade and want to nuts... On the stock bottom end.
This research might be a dead end but one that sends me in a better more relevant direction.
Who knows, I'm finding out anyway

Learning something is never a dead end, even if the knowledge is not apparently immediately useful.... Good on you for expanding your knowledge....go hard on the stock bottom end (then I have a starting point for my upgrades) and please post your results whatever you decide to do. Good luck!

[<GB>]

Why don't you save all the money from all this gear and buy a built engine that can handle things better

I think you are missing the point (or maybe I am!). As I understand it the o.p. wants a way of knowing when he is getting into unsafe territory as far as engine longevity is concerned whilst giving his (remote) tuner valuable information to help tune his vehicle.
Think of it as a fuel gauge, if you didn't have one you would probably fill up much more often to avoid running out of fuel but with a properly calibrated fuel gauge you can wait until the light comes on knowing you have another 10l remaining in the tank.
It's the same principle, it is perfectly safe to reduce the margin for safety when you are monitoring the things which effect it but if you aren't basing that reduction on reliable data you are only guessing.
I have never tuned an ECU from a car but I would almost guarantee every reputable tuner has a safety factor built into their tune based on what they don't have data for. That is exactly how it works on large marine Diesel engines which is where I do have considerable commissioning & tuning experience.
A built engine has its limits like any other engine, there is a mechanical limit, a safety margin & what you tune it to. Minimising the safety margin simply gets you closer to the mechanical limit, provided you do that knowing what the risks are & being able to minimize the risks it's perfectly safe.

I know why he's doing it the issue is no matter how many gauges you have you never know how long your engine is going to last and you may already be at the mechanical limit and the tune /egt are fine, these engines stock are not the strongest and if they have a few more km on them theyre probably showing signs of age too.

[bigBADbenny]

As soon as I can think of an appropriate name there will be a new thread for that debate.

The question is "In your opinion: do 2.5T's just "let go", or are mitigation strategies effective?"

Oh... theres the thread title

[jp928]

Benny is on a good idea here IMHO, with the per cylinder sensors. In light aircraft circles (where many engines have a user controlled mixture lever) balancing fuel consumption against engine life is important. There is a company in USA who will balance the mechanical injectors - you get EGT readings from each cylinder over some test cycles/flights, send the readings and injectors (marked as to cylinder no) , and they come back balanced so they all flow exactly the same, and you dont have to juggle the mixture to allow for one cylinder running leaner than the others.
jp 08 gtb 6mt wagon

[bigBADbenny]

My turbo has arrived, so I'm drooling to install it with the headers & etc. (next year realistically)
The headers are the 4>2>1 equal length type with the three bolt up pipe, which look to be the best result for mid range power (the 421) and EGTs (bc EL) and durability (slip joins, 3 bolt solid up) and less rust under the wrap (bc SS)...

So I'm now researching the difference between CHT and EGT because CHT sensors, assuming they are available in the right size to go under the 2.5L spark plugs, will require less messing with the headers (bungs not necessary).

Research:
http://www.jpitech.com/press_releases/Bush_Article.pdf

After a quick read, I may explore the CHT option and save the EGT sensor for a really nice TIT application...



Thats a pre turbo EGT sensor, BTW...
A Turbine Inlet Temp sensor in the up pipe.

[<GB>]

what turbo did u buy?