spacey3
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« on: November 13, 2015, 06:25:17 AM »
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Hi folks, I'm running a 1.8t with a k04 hybrid. I'm sure most of us are aware that one of their biggest issues is super high egt's.
My question is though, what's acceptable and what are the methods people use to check egt's.
I've done plenty of looking around and the majority of people say around 900-920 Celsius is about as high as we want to see on the k04-023 housing (so it's actually turbine inlet temp).
From looking at other peoples logs I see some hitting 900c or so at top end of a 3rd gear run! What about a 4th gear run? Or sustained 3rd/4th/5th abuse around a track or mountain roads? Is it acceptable to see 900c in 3rd gear?
I currently see ~880c at the top of a 4th gear run, but if I do a couple of runs through the gears or back to back 4th gear runs I get up to protection fairly easily (920c).
How do you more experienced guys measure real world use egt's?
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spacey3
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« Reply #1 on: November 13, 2015, 06:32:49 AM »
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This was a 16 second 4th gear run, boost has been smoothed since but didn't affect egt.
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IamwhoIam
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« Reply #2 on: November 13, 2015, 08:29:04 AM »
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real world EGT's=thermocouple in the exhaust manifold or hot side housing. everything else at this point is speculation based on wrong models.
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I have no logs because I have a boost gauge (makes things easier)
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spacey3
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« Reply #3 on: November 13, 2015, 09:27:59 AM »
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real world EGT's=thermocouple in the exhaust manifold or hot side housing. everything else at this point is speculation based on wrong models.
Thanks for your reply, however (as I mentioned), this is real measured egt, not modelled. ETA - Upon re-reading my post maybe I wasn't so clear. To confirm, the thermocouple is in the hotside housing. |
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« Last Edit: November 13, 2015, 09:31:32 AM by spacey3 »
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spacey3
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« Reply #4 on: November 14, 2015, 01:09:21 PM »
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Any opinions folks?
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ddillenger
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« Reply #5 on: November 14, 2015, 01:36:37 PM »
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Reduce boost, increase ignition angle.
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
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spacey3
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« Reply #6 on: November 14, 2015, 01:44:25 PM »
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Thanks Dd' if you had these numbers on your dyno, would they be unacceptable to you?
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prj
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« Reply #7 on: November 16, 2015, 09:28:08 AM »
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900C pre-turbo EGT is within design limits usually.
Your objective is to not let it keep climbing until meltdown, but rather stabilize it at some value by dumping lots of fuel and reducing boost.
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spacey3
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« Reply #8 on: November 16, 2015, 09:56:03 AM »
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900C pre-turbo EGT is within design limits usually.
Your objective is to not let it keep climbing until meltdown, but rather stabilize it at some value by dumping lots of fuel and reducing boost.
Thanks prj, well it's in the turbo hotside, which I'm led to believe it's slightly hotter there also (as all the gases converge into the bottleneck and isn't a measurement of a single cylinder) so from my assumption (be it a good or bad one!) is the egt's would be right around 900c pre-turbo. As soon as it gets to 920c it hits protection and as you say dumps fuel, then it will cycle up and down +/- 10c's as it cycles between dumping fuel and returning to normal. I seldom see this mind, usually it's at the top of 4th after a few mins of giving it stick or deep into 5th gear but I just get close to the protection during 4th gear logs. Seeing other logs hitting >900's (measured) in a 3rd gear pull just doesn't sound ideal to me. Think I'm worrying too much  Cheers guys |
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ddillenger
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« Reply #9 on: November 16, 2015, 02:22:01 PM »
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I'd try to get them to be sustained around 850. 900 pre-turbo is not an issue, but it's also not ideal.
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
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spacey3
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« Reply #10 on: November 16, 2015, 03:45:26 PM »
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I'd try to get them to be sustained around 850. 900 pre-turbo is not an issue, but it's also not ideal.
Ok great! Thanks, I'm still yet to port the hotside so that will alleviate the temps a little, think it's certainly time for wmi by the looks. |
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aef
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« Reply #11 on: November 17, 2015, 06:49:58 AM »
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Cant agree with the pros here. Friends of me working at BW/3K/KKK and the material is capable for 950°C. On a turbo the temperature is energy and energy is what we want My BTS is set to 950 and i have no problems with the wardware on my K04-064 with D5S material. On a Garrett in combination with cheap material manifold i would set it lower. |
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armageddon
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« Reply #12 on: November 17, 2015, 07:35:10 AM »
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I think the problem is not just the turbo, but mainly engine internals.
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Lost
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« Reply #13 on: November 17, 2015, 08:45:10 AM »
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I'd try to get them to be sustained around 850. 900 pre-turbo is not an issue, but it's also not ideal.
Besides fitting EGT sensor, what is the variable that needs to be logged in Me7? |
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spacey3
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« Reply #14 on: November 17, 2015, 08:53:36 AM »
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Besides fitting EGT sensor, what is the variable that needs to be logged in Me7?
tats_w is what I log for the factory fitted EGT sensor |
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