Reply With QuoteLots of people run EGTs, but I don't know anyone trying O2s and the like on anything but turbo stuff.
An innovate or any other wide band O2 sensor set ups instead of trying to read plugs?
Lots of people run EGTs, but I don't know anyone trying O2s and the like on anything but turbo stuff.
What kind of # are we looking for on for temp on a blown alcohol deal. Im looking for a egt set up what brands should I be looking at?
Fiat48 has a real nice EGT sensor.
We have been using it on a bunch of different stuff lately.
That backed up with plug readings has proven vary helpful.
Bob should chine in pretty soon.
You have to do both egt and plug reading....especially with slow burning alcohol. High egt readings can be fat and not lean.....can be fuel burning in the pipe.
Computech makes a pyrometer with live and memory readings. You're looking for about 1250 degrees on alcohol. Bear in mind with your deal it is gonna go rich without a high speed bypass...prolly around 7000 rpm depending on your engine.
I linked you to plug reading on the other thread.
Rick,
When you come over for the Hardy Party in Sept. we can hook up my Innovate unit to your engine.
I have extras of the bung that needs to be welded into the header collector too.
The O2 sensor will like alky better than leaded gas.
Normally guys with MFI and alky don't go for them new fangled A/F ratio gauge
units though.
Fiat... Can you answer a question for the uninformed about the "going lean at 7,000 rpm and above? I don't know a thing about injectors and this sounds kind of important, to me...
Steve
Road Dogg4040,
Fiat said that he may go fat, not lean. At 7,000 rpm he will not need as much fuel as down low, and without a high speed bypass to bleed off the excess fuel back to the tank he may go fat. As Fiat said, if you are too fat you may see a higher egt reading from fuel burning in your pipes, but you will know this for sure when you compare the egt reading with your plugs.
Deal is this:
The pump flow is linear. As the rpms increase, the fuel flow will increase. Period. (No accounting for resistance, or diminishing marginal returns right now.)
The engine power is not linear. Look at a dyno sheet, or even a desktop dyno sheet. It ramps up nice, then starts to flatten. Your average race BBC in the 7000 range. The main pill tries to mimic the engine ramp up the graph. When the engine starts to top of off power, and the upward slope starts to flatten, the pump continues to go linear. Creates a huge gap between fuel needed to make X amount of power, and actual pump output. A high speed bypass bleeds off this difference in the two lines, and tries to match the total fuel to the engine output. With no high speed, the pump goes linear, and the engine flattens out and the pump is pushing way too much fuel. The higher the rpm, the bigger the difference. FAT, FAT, FAT!
There! Now that I really screwed you up . . .
I'd of said the engine has less time to fill the cylinders at high rpm but the stupid mechanical pump doesnt know this.
LOL.
Read:
http://kinsler.com/Cat_31_Web_HTMLs/..._screen42.html
http://kinsler.com/Cat_31_Web_HTMLs/..._screen43.html
http://kinsler.com/Cat_31_Web_HTMLs/..._screen44.html
http://kinsler.com/56pg_hand_HTMLs/pg35_H.htm
http://kinsler.com/56pg_hand_HTMLs/pg36_H.htm
There will be a TEST and you will be graded.
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