How much reversion is too much??
10-05-2016, 06:41 AM
#21
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Thanks everyone for the info. So, while I have everyone's attention, I have another question.
This combo also makes some pretty high EGT's(1500+)@WOT, which I posted about in the past. Apparently its not causing an issue with the engine's reliability and the conclusion was there wasn't much that can be done to lower them w/o changing the combo. I was however wondering if the extended time with the high heat was taking its toll on the exhaust, and exhaust valves. Throw in reversion, and hence my worries on dropping an exhaust valve.
However, this year I did pull the egt sensors out of the riser's a little with some o2 extenders(my O2 bungs are welded in right above the riser flange). Egt's dropped by over 200/300* across the board, and maybe its because the sensor is shielded a little bit more, or just closer to the outer circumference of the riser, Idk.
With that being said. Are there any heat formula's out there to give me an idea of what the actual egt is coming out of the port? Does the heat multiply as the cylinders combine in the riser? Does the turbulator create more heat? Is it hotter in the middle of the riser then toward the outer edge?
Any thoughts?
LE
This combo also makes some pretty high EGT's(1500+)@WOT, which I posted about in the past. Apparently its not causing an issue with the engine's reliability and the conclusion was there wasn't much that can be done to lower them w/o changing the combo. I was however wondering if the extended time with the high heat was taking its toll on the exhaust, and exhaust valves. Throw in reversion, and hence my worries on dropping an exhaust valve.
However, this year I did pull the egt sensors out of the riser's a little with some o2 extenders(my O2 bungs are welded in right above the riser flange). Egt's dropped by over 200/300* across the board, and maybe its because the sensor is shielded a little bit more, or just closer to the outer circumference of the riser, Idk.
With that being said. Are there any heat formula's out there to give me an idea of what the actual egt is coming out of the port? Does the heat multiply as the cylinders combine in the riser? Does the turbulator create more heat? Is it hotter in the middle of the riser then toward the outer edge?
Any thoughts?
LE
10-05-2016, 07:13 AM
#22
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If you went with daytona sensors ignitions, you could have all the timing you want at idle, custom map it, pull some timing in the midrange, and add some timing up top . 28 deg total at wot is pretty low, unless you are running a ton of boost, or a vortec style chambered head. I running 34-35 total timing on my supercharged engines from 5500-6000rpm. Between 5000-5500, about 32-33.
10-05-2016, 08:26 AM
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If you went with daytona sensors ignitions, you could have all the timing you want at idle, custom map it, pull some timing in the midrange, and add some timing up top . 28 deg total at wot is pretty low, unless you are running a ton of boost, or a vortec style chambered head. I running 34-35 total timing on my supercharged engines from 5500-6000rpm. Between 5000-5500, about 32-33.
LE
10-05-2016, 08:57 AM
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In 2013, I was monitoring AF, and its always been on the rich side, between high 10's and mid 11's at WOT. Played with timing on Sat(actually chasing high EGT's) and melted 2 pistons on Sunday with 31*s timing.
I must admit, I've been in the maintain and have fun mode for awhile. Not interested in going full speed all the time, and keeping things a little conservative. I've had good docking, driving and speed with the blow thru carbs, but my next combo is going to be fuel injected with some kind of data logging.
LE
