You are currently viewing our forum as a guest, which gives you limited access to view most discussions and access our other features. By joining our community, at no cost, you will have access to post topics, communicate privately with other members (PM), respond to polls, upload content and access many other special features. Registration is free, fast and simple, so please join our community today!
Now with that sorted to answer stevecars the car would probably sort out the A/F and juging from another tread the exhaust does become pretty hot everywhere.
EGT exhaust gas temp - before there was an istrument for this, you had to read plugs. EGT to me is what IAT is to DrPhil.
Where the air is thin - high altitude - you're robbed HP. In the early to mid 80's 930's were quite popular. I saw quite a few from the south west - high plains - that were beautiful to look at but had big time engine problems. Melted top ring lands, burned heads - valves - seats, even cylinders were destroyed. If these cars had larger fuel lines & management for this altitude this issue would not be a problem. Today our cars can cope with this problem. Ultimately it's the upstream O2 sensor that measures the EGT & would save us from too much right foot presure.
Since my eyes are not what they once were - reading plugs - AF & EGT are what I need to know. Adjusting IGN timing & injector pulse width for rpm & power at a safe level are determined by the engine internals, cylinder head & the amount of heat generated at any given range.
__________________ 2003 S, IB/ W, no HK sound, leather or power seats but everything else.
Steve:
Is there a primer for the likes of me about what causes high EGTs? I'd like to learn more about the processes and factors that determine how the fuel and air end up burbling out of the exhaust tip at 500F or so...
I need to go to that thread to see how you made out with it.
500f on the exhaust tip is way hot & it's not melting the bumper? I'd love to know what your up & down O2 sensors are reading. On a long cruse I'v seen egt as high as 1600 3200rpm, never checked the exhaust tip ( Invidia ). What I can tell you from my blower XB, the tip, 4" OD Epsiler, gets to 220+ - I know this because the ruber hanger broke & before I grabbed it I measured the temp with IRT ( sometimes I do things the smart way ).
We should start another thread, IAT - AF - EGT, this way we can discuss air, quality, density, water content, how these effect IAT, how our ECU sees the IAT to adjust AF & the results = EGT.
VHT paint is good to 1000 they say. Caliper paint should work great,. I HAVE seen this work when rotors have have gotten bright orange with heat.
An old mason once told me that a chimny had a down flow of air when you had a fire in the fire place. The proof was you could hear noise from the outside. He was right. The high temp on your exhaust tip may be a result of the tip itself. It may capture the hottest part of the exhaust. The diameter of the pipe, inlet, outlet of the muffler, length of pipe, placement of the muffler, where the tip is in relation to the muffler ( the interior of the muffler gets pretty hot no matter where you put it ).
I'm not too sure this helps....
__________________ 2003 S, IB/ W, no HK sound, leather or power seats but everything else.
And if you'd start that thread, that would be a great place to learn about these things. I have all these little tidbits about air mass and AF ratios and exhaust gasses moving faster with ceramic headers, etc. It's all a jumble for me--and I thought you might have a nice Wikipedia page for me to read that puts it all together?
I was thinking about your new exhaust system & how it was finished - the piece itself . Much too visual.....
After this weekend I'll try to explain ( business for the next couple of days ). The short of it, EGT is the result, AF is the adjustment. The rest is the criteria which involves the IGN ( another adjustment - too much = too hot - too little = too hot ). There is no single piece of the system that is the "primer". I think some would be suprised, even shocked, if they knew how much temp a simple bolt on mod can produce.
For all that don't have a dyno, with a readout for everything, but have have an OBDll reader that can measure these sensors, you should be able to come to some conclusion, maybe a solution or 2.
__________________ 2003 S, IB/ W, no HK sound, leather or power seats but everything else.
2003 S, IB/ W, no HK sound, leather or power seats but everything else.
