Outer Limits 4x4 Board

ive recently fitted a turbo 2 my cruiser 2h ,and a egt gauge as well
ive wound the fuel screw on the pump out 1 full turn so far
my max gas tempretures are between 450/500 after turbo,with the ute loaded up and going up some decent hills ,putting abit of load on the motor
wat id like to know is ,,does this sound rite and how long can a motor handle these temps for if held there ,?? is it safe to keep these temps for minutes /hours

Is your EGT probe before or after the turbo?

my max gas tempretures are between 450/500 after turbo

nayto wrote:my max gas tempretures are between 450/500 after turbo

Oops.

Those temps should be fine for sustained periods. Provided the other cooling systems (radiator etc) keep up.

By fine I mean your pistons won't melt. There may be other model specific problems to watch out for.

mudpog wrote:ive recently fitted a turbo 2 my cruiser 2h ,and a egt gauge as well
ive wound the fuel screw on the pump out 1 full turn so far
my max gas tempretures are between 450/500 after turbo,with the ute loaded up and going up some decent hills ,putting abit of load on the motor
wat id like to know is ,,does this sound rite and how long can a motor handle these temps for if held there ,?? is it safe to keep these temps for minutes /hours

Out of curiosity what boost pressure are you running? What turbo? And are you running with an intercooler?

-Stu

i dont know wat boost pressure its producing ,i dont hav a gauge ,should i get one??
its not inter cooled ,a its a older garret turbo airesearch is on it , i think its a t25

KiwiBacon wrote:

nayto wrote:my max gas tempretures are between 450/500 after turbo

Oops.

Those temps should be fine for sustained periods. Provided the other cooling systems (radiator etc) keep up.

By fine I mean your pistons won't melt. There may be other model specific problems to watch out for.

wat type of things should i be looking for??????tempreture seems fine (radiator/water)

over 800 is the worry point it seems for all deisels.

I got Diesel power and the have a 1,000HP diesel with a pic of digital EGT guage temp at 1,600F.

the capation has, 1,600F EGT, the owner should be worried about doing heaps of runs at those temps.

zagan wrote:over 800 is the worry point it seems for all deisels.

I got Diesel power and the have a 1,000HP diesel with a pic of digital EGT guage temp at 1,600F.

the capation has, 1,600F EGT, the owner should be worried about doing heaps of runs at those temps.

That 800°C would be pre turbo surely?, and there seems to be the un-educated presumption that you have somewhere between 200°C and 250°C loss between pre and post turbo temperatures. That would "safely" equate to 600°C post turbo which is definitely on high side for longevity of the engine.

1600°F is 871°C.... big power , but not for long

+dj_hansen+ wrote:

zagan wrote:over 800 is the worry point it seems for all deisels.

I got Diesel power and the have a 1,000HP diesel with a pic of digital EGT guage temp at 1,600F.

the capation has, 1,600F EGT, the owner should be worried about doing heaps of runs at those temps.

That 800°C would be pre turbo surely?, and there seems to be the un-educated presumption that you have somewhere between 200°C and 250°C loss between pre and post turbo temperatures. That would "safely" equate to 600°C post turbo which is definitely on high side for longevity of the engine.

1600°F is 871°C.... big power , but not for long

I agree. 800 C is high. Pure aluminiun melt at something like 700. So at 800 you pistons aren't happy!.. I'd suggest 550c post turbo is a happy number to stay below. Especially for a daily or tourer

zagan wrote:over 800 is the worry point it seems for all deisels.

I got Diesel power and the have a 1,000HP diesel with a pic of digital EGT guage temp at 1,600F.

the capation has, 1,600F EGT, the owner should be worried about doing heaps of runs at those temps.

If a race engine dies on the finish line, it's done the job.

Of course only factory backed teams can do that every race.

+dj_hansen+ wrote:

zagan wrote:over 800 is the worry point it seems for all deisels.

I got Diesel power and the have a 1,000HP diesel with a pic of digital EGT guage temp at 1,600F.

the capation has, 1,600F EGT, the owner should be worried about doing heaps of runs at those temps.

That 800°C would be pre turbo surely?, and there seems to be the un-educated presumption that you have somewhere between 200°C and 250°C loss between pre and post turbo temperatures. That would "safely" equate to 600°C post turbo which is definitely on high side for longevity of the engine.

1600°F is 871°C.... big power , but not for long

800C would be peak temp for a couple of mins not 1/2 or hours on end.

That 1,600F on the other hand is usually over a few runs and would never be good for the motor.

If the guy was meaning runing temp then I'm not sure as no one seems to say anything about that, it's always peak EGT temp to be worried about.

That pic and diesel truck is on this page, 1,600F and 79.2 PSI of boost.

http://www.dieselpowermag.com/features/ ... index.html

mudpog wrote:ive recently fitted a turbo 2 my cruiser 2h ,and a egt gauge as well
ive wound the fuel screw on the pump out 1 full turn so far
my max gas tempretures are between 450/500 after turbo,with the ute loaded up and going up some decent hills ,putting abit of load on the motor
wat id like to know is ,,does this sound rite and how long can a motor handle these temps for if held there ,?? is it safe to keep these temps for minutes /hours

650 degree Fahrenheit should be the maximum you encounter, BEFORE turbo, temperatures measured after the turbo have too many variables.
Always mount your sender 2' in front of turbo if posible.
You might not necessarily need a intercooler depending on atmospheric temperatures and humidity of were the vehicle is driven and just how much air your forcing into this particular engine.
You should definitely have a boost gauge, after market water temp, and possibly oil press. You need to be able to see the slightest change in any of these variables, and the factory gauges will not provide an accurate idea as to what is happening under your bonnet
You do need to give a little more info on boost, were the egt sender is exactly located, and throttle position and time held at that position.
Also the old melt down may not be the first thing that may happen, you could of already suffered damage without knowing of it, burnt valve, burnt oil ring etc etc etc

Beavis do you mean C or F?

Because 650F is 350 or so C and everyone I know with an EGT runs above this regulalry at peak after turbo!

Jimmy

Jimmu wrote:Beavis do you mean C or F?

Because 650F is 350 or so C and everyone I know with an EGT runs above this regulalry at peak after turbo!

Jimmy

As i wrote 650 degree Fahrenheit

beavis wrote:

Jimmu wrote:Beavis do you mean C or F?

Because 650F is 350 or so C and everyone I know with an EGT runs above this regulalry at peak after turbo!

Jimmy

As i wrote 650 degree Fahrenheit

why so ?
This is a very signifigantly (like 200 degrees c ) lower temp than anyone else has recommneded even for the fragile 2l-t

Beavis, 650 f is incorrect. Even factory turbo vehicles of different manufacturers run higher temps than that, which have been proven on our dyno.

From what ive found a safe pre turbo level is approx 1500f for longevity, what this equates post turbo is simply to open. A good figure we use is 550c at the dump pipe.

Hope this helps

Andy

the probe is about 50/60mm from the turbo
the temps ive said are throtle to the floor up hill (decent hills) and the motor is slowing down by the time i get to the top without backing off the throtle ,with a quad (4 wheel motorbike)on the back plus everything i need for a weekend in the bush ,will definantly look into those other gauges tho,are there anything i should be looking for in the mean time????

You will find your highest EGT's at full throttle and full RPM.

This is when the engines VE drops, but your mechanical fuel pump can't tell and keeps giving it the same fuel per bang.

I've got 1HZ Turbo Intercooler, and I now drive diferently after fitting a pyrometer (in dump pipe).
Example;
Hills that you had to drop down to 4th or 3rd to get up before you turboed you will find that with the turbo you can stay in 5th and power up the hill.
This is where the pyro changes how you drive, I found staying in 5th and powering up the hill seemed great until the pyro hit 600 degrees fairly easily, now do the same hill keeping the same speed but drop down as you used to, to 4th or 3rd you'll see a significant reduction in you egt temps! It'l rev harder but not heat up as much.

I can still make it peak 550 or so but I wouldnt hold it there more than a couple of minutes MAX.
Normal highway cruising in mine is 280 deg.

And incidently my factory temp gauge doesnt budge off its normal position no matter what the pyro is doing so you cant go that.

Thats my experience anyway.

I have searched al over.. but I still am trying to decide the "best" place to measure my EGT's.
I should be getting my turbo back tommorow to refit to my 2L- T on the weekend, while my turbo was out of action I purchased a Autometer EGT gauge etc to keep an eye on the temps.
As I will be pulling the whole lot off (manifold and all) I can fit the probe anywhere.

So where is the best place to put it .. I was thinking that I would put it smack in the centre of the factory exhaust manifold a few CM from where the turbo bolts up.

Also what are the options for "waste gate porting" I have read the term several times but cannot see where it would be done.

love_mud wrote:I have searched al over.. but I still am trying to decide the "best" place to measure my EGT's.
I should be getting my turbo back tommorow to refit to my 2L- T on the weekend, while my turbo was out of action I purchased a Autometer EGT gauge etc to keep an eye on the temps.
As I will be pulling the whole lot off (manifold and all) I can fit the probe anywhere.

So where is the best place to put it .. I was thinking that I would put it smack in the centre of the factory exhaust manifold a few CM from where the turbo bolts up.

Also what are the options for "waste gate porting" I have read the term several times but cannot see where it would be done.

The best place is in the middle of the flow. Either at turbo inlet (where all cylinders merge) or directly in front of whatever cylinder you know runs hottest.
Catch 22 there, you don't know which cylinder runs hottest until you've got a pyro on each.

KiwiBacon wrote:

love_mud wrote:I have searched al over.. but I still am trying to decide the "best" place to measure my EGT's.
I should be getting my turbo back tommorow to refit to my 2L- T on the weekend, while my turbo was out of action I purchased a Autometer EGT gauge etc to keep an eye on the temps.
As I will be pulling the whole lot off (manifold and all) I can fit the probe anywhere.

So where is the best place to put it .. I was thinking that I would put it smack in the centre of the factory exhaust manifold a few CM from where the turbo bolts up.

Also what are the options for "waste gate porting" I have read the term several times but cannot see where it would be done.

The best place is in the middle of the flow. Either at turbo inlet (where all cylinders merge) or directly in front of whatever cylinder you know runs hottest.
Catch 22 there, you don't know which cylinder runs hottest until you've got a pyro on each.

Thanks .. I will run it directly in the centre of the flow .. I am not keen on spend more $$ on pyro's than I did on the vehicle.

I will run it directly in the centre of the flow

should be alright, i have done it like that too.

Thats exactly I had in mind.

From what ive found a safe pre turbo level is approx 1500f for longevity

Is this figure right for a Yota 2l-T pre turbo ?

pre turbo, keep it below 650c (or whatever that is in faren)

1500f is 815c
650c is 1200 F

Your own personal safety factor will vary. But 800deg is roughly the "oh crap" point.

KiwiBacon wrote:Your own personal safety factor will vary. But 800deg is roughly the "oh crap" point.

Thanks .. in that case I will keep it around the 650c max range and I should be good ..

Thanks for the help people.

Ok so the next question is what is the best way to attatch the probe to the mainifold.
I want to drill and tap the manifold to allow the threaded brass "bung" that came with it. The bung appears to be an NPT thread ( I think thats the term as the bung is tapered getting wider as you go up)

Can you get a tap to make that kind of thread ?