Bolt on turbo kit (12 Viewers)
- Thread starter scottryana
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- Thread starter
- #4,603
What exactly are you looking to find with an EGT? A single EGT mounted in the collector is not as good as a single AFR, and I doubt anyone is putting EGTs in each individual cylinder which is where they normally are found now that we have wideband AFRs.
I think that EGT reading are very important, you disagree? I would hate to see engine damage done if steps are not taken to control cylinder temps! Even if a wide-band says your AFR is rich (10-12) you can still have cylinder temps over 1600 degrees!
NLXTACY
Wits' End
On a diesel truck maybe.
something to consider, the biggest concern with the final CARB testing is the exhaust temps being TOO low because the turbine acts as a massive heat soak. If too low, the cats won’t light up properly.
something to consider, the biggest concern with the final CARB testing is the exhaust temps being TOO low because the turbine acts as a massive heat soak. If too low, the cats won’t light up properly.
AussieHJCruza
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Remember that EGT isn't going to be 100% representative of in cylinder temps and piston temp etc. The skirt of the piston is cooled by the oil jets, the top of the piston gets cooled by the air fuel charge etc. In a diesel EGT is critical. In a petrol it may be useful but I'd have AFR over EGT
AussieHJCruza
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I take my EGT from the manifold pre turbo so would expect it to be as close as possible to the temperature of the exhaust exiting the cylinder. EGT post turbo IMHO is a waste of time.
NLXTACY
Wits' End
yes but that means getting it from the exhaust manifold. And that means you have to pick your cylinder of choice or do all and get the delta. Considering how many turbo’d 1FZs there are AUS without worrying about EGTs, I don’t see how it’s necessary or useful. Diesel yes. Petrol no.
- Thread starter
- #4,610
I think like I was saying, if you do a single EGT at the collector you really aren't going to get much meaningful data, if you do individual cylinder EGT pre-turbo it could alert you to an issue with an individual cylinder being lean etc, but for most people a single AFR gauge post turbo is going to be just fine.
So if the exhaust gas post Turbo is cool enough to be a potential CAT problem, what happens to the heat? Does the Turbo conduct heat from exhaust to the compressed intake charge?
- Thread starter
- #4,612
The exhaust housing is like a 10lb heat sink. It is separate from the turbine housing by the center section and the oil.
NLXTACY
Wits' End
Blasting them out! THREE more turbos have been shipped today!!!!!!
Holy hell I actually feel like there is a light at the end of the tunnel
Holy hell I actually feel like there is a light at the end of the tunnel
So who's gonna be the first to post a DIY install thread???
NLXTACY
Wits' End
jjdeneen918
SILVER Star
Monthly cruiser meet up in Norwalk CA.
Going to be showing off my new turbo.
Going to be showing off my new turbo.
I'll be putting a post together, as my work schedule and honey do list allows. It's going to be a slow tedious process for me, I plan on a lot of resto work and pm while I'm in there. Heat shields, exhaust manifolds, turbo housing, and downpipe getting ceramic coat next week! I'll make my best effort to do a thorough writeup!
Here's a quick report on my first 900 turbo'd miles. Drove from orange county to Bridgeport for some exploring and camping. Perfect test trip with plenty of elevation and mountain passes. This is now my favorite upgrade for the 80!
Background info:
225k miles
Headgasket at 150k
Currently no shift kit
35's on stock gears
Weight around 6000lbs
Snorkel
Janky exhaust
Mechanically sound engine/ cooling system but no special turbo prep
Gauges: AEM failsafe for AFR and boost, MGL TP-3 4 channel aircraft gauge (trans temp, oil temp, turbo compressor outlet air temp), scangauge for engine coolant temp etc
Plenty of power on the 395 for the climb from Bishop to Mammoth, it just doesn't notice elevation. MPG doesn't seem much different either way. I'm sure I burned extra fuel just having fun but I don't really track MPG closely and carry a couple of jerry cans. I did see some high intake temps post turbo (~200 F) at one point after some hard pulls, but it drops quickly after. Maybe someone can comment on the significance of these numbers. Mostly seeing post turbo intake temps about 50 to 60 F above airbox intake temp. My cooling system is in good shape and I have seen higher coolant temps but never over 205 F. Did some hard pulls with the AC on without too much temp increase. Oil temp at the peace pipe was close to coolant temp for the most part. Transmission temp does not seem significantly different from pre-turbo numbers. AFR bounces around near stoich most of the time and dips around 10 under heavy throttle. The only time it leans out above 15 is when the throttle is quickly closed. Boost has maxed out around 7psi, that I've seen. My boost/afr gauge location sucks and I'll be moving it shortly. There's an oil stain on the bottom of the compressor that I'm attributing to oil from the crankcase vent. I just installed a catch can and will see if it makes a difference. More to come!
Background info:
225k miles
Headgasket at 150k
Currently no shift kit
35's on stock gears
Weight around 6000lbs
Snorkel
Janky exhaust
Mechanically sound engine/ cooling system but no special turbo prep
Gauges: AEM failsafe for AFR and boost, MGL TP-3 4 channel aircraft gauge (trans temp, oil temp, turbo compressor outlet air temp), scangauge for engine coolant temp etc
Plenty of power on the 395 for the climb from Bishop to Mammoth, it just doesn't notice elevation. MPG doesn't seem much different either way. I'm sure I burned extra fuel just having fun but I don't really track MPG closely and carry a couple of jerry cans. I did see some high intake temps post turbo (~200 F) at one point after some hard pulls, but it drops quickly after. Maybe someone can comment on the significance of these numbers. Mostly seeing post turbo intake temps about 50 to 60 F above airbox intake temp. My cooling system is in good shape and I have seen higher coolant temps but never over 205 F. Did some hard pulls with the AC on without too much temp increase. Oil temp at the peace pipe was close to coolant temp for the most part. Transmission temp does not seem significantly different from pre-turbo numbers. AFR bounces around near stoich most of the time and dips around 10 under heavy throttle. The only time it leans out above 15 is when the throttle is quickly closed. Boost has maxed out around 7psi, that I've seen. My boost/afr gauge location sucks and I'll be moving it shortly. There's an oil stain on the bottom of the compressor that I'm attributing to oil from the crankcase vent. I just installed a catch can and will see if it makes a difference. More to come!
- Thread starter
- #4,619
AFRs after the throttle closes of 15 is really a non-issue, and AFR's close to 14 at cruise is also a non-issue. The only time you need to worry about AFRs is going to be when the boost is over say 2psi. I will even see AFRs close to 18 if I am coasting down a super steep long hill.
iptman
SILVER Star
