jsmcortina wrote:Thinking about this some more. Personally, I have nil experience of EGT tuning. I plan on getting at least four and hopefully eight EGTs setup on the Cortina which will be logged by MS3. Once I have the individual injector control and sequential wired up (using the MS3X board) I will then be able to do some research on what is required to balance my EGTs - is it injector opening time? injector flow? injector sequence? intake air flow? exhaust restriction?
One major goal for me is to get them all to peak at the same time. Then you can use LOP tuning for fuel savings and lower head temps. You might find this article interesting and give you some guidance on how you might want to make use of sequential injection and EGT:
http://gami.com/articles/bttfpart1.php
Now, if you're goal is to make sure the heads don't melt (as with an aircooled engine like mine), then that's where some sort of peak detection would be handy. 1200-1300F is around the area where aluminum heads start to melt - from shoptalkforums.com EGT discussion:
At 1300F, the exhaust seats start sinking in the heads pretty quick, and the valve jobs life is a few seconds.
At least on cooling limited heads, like ours.
Whenever I talk to head-builders, they all say that EGT is way more important than CHT (which is what I currently measure). That's why I'm looking forward to pulling in the EGT data with the new MS3 and associated MS3X board.
If we do go the route of having an EGT shutdown (like the AFR safety) it would only kick you out until you get out of the danger zone. For the AFR safety you can specify TPS, MAP, RPM settings. Basically what it is trying to do is make you get off the throttle and save the engine. Once you let off the throttle and take it easy you can continue to drive i.e. "something went wrong get off the gas"
The other option is to also trigger a warning light. It's unfortunate that we don't have some kinda interface built into our dashes that displays feedback from the MS like OEM ECUs gauges and warning lights do...
