Syvecs Forums

As above cont...

not the Vaseline then ? lol

stevieturbo wrote: Thu Oct 21, 2021 7:00 pm not the Vaseline then ? lol

Only for special occasions

So what temps do you think you are running? well if you are NOT using a DONMEGA egt probe not only will you never ever get a close indication but you will always be confused as to why turbine wheels tips melt and divided turbine housings get eroded due to this constant thermal over loading.

Been there done that, in this day and age where some are false advertising doing research on this and claiming to know what probes are best for purpose we have actually done this more than a decade ago too
IF you are running an open type probe in the miss guided advice that it reads a true temperature be warned if its a stupid design featuring 1/4" diameter body and very thick elements it will under report by over 100 degrees C what the temp really is ! to add insult to injury it WILL FAIL!!! in short order due to contamination. IF you are running enclosed type that are immune to fouling these too will under report temperatures again resulting in turbo failures. The key is to use a proper EGT probe design like mine that are the correct balance between response, accuracy, and durability.

Using 'alternative' open types, will show under reported temperatures which in proper high use load situations will result in the below.
Same for the 'common' diesel' closed types which are mostly of very poor design, again they stop the fouling failures but result is similar under reporting of actual temperatures.

This is an alternate vendors 'diesel' probe, I tested these for 10,000km road and track use, they are 1/8th diameter and they instantly showed 100 deg C lower than their open type 1/4 I ran before in many cars, keep in mind these are proven to be 100+ deg C less than mine so you can see that its easy to have a ~200 deg C variation in reported readings depending on what type from which manufacturer. I can guarantee you that these are incorrect as shown many times over with melted turbine tips and exhaust housing failures, so relying on these on the face value figures is problematic, they are completely useless for transients or dynamic misfire diagnosis and cylinder tuning you delusional relying upon them for anything other than maybe a plane or land speed record car where its help at WOT for minutes at a time.

This is why I developed my own probe, it addressed the fouling and under reporting of temperatures and made them useful for transient quick changes and to balance an engine which they do fantastically well.

I see so much BS in the rotary world (actually majority of after market performance reciprocating included) that its best to share this. So to back up what I said above here is the below.

• 13B Peripheral Port
  Methanol Fuel
  700bhp
  Plane constant power application

This holds the 'time to climb' record for a conventional reciprocating engine plane

Perfectly shows the garbage design EGT probes limitations. I have highlighted here that it takes a very long time to reach actual equilibrium temperature.

bleed pipe ?

Yeah the Peripheral Port engine even with a 60mm WG (held fully open) and such a short header has such strong pulses that with 1380mB TIP, the MAP is 2200mB!, about 40 seconds into the flight as the power drops, the pilot closes the manual WG via a lever, TIP goes up and MAP to the peak setting of 2400mB which was actually limited by a pop off valve, very homo set up on the mowreck but they got the record so that is all that matters I guess. For people not familiar (you would never appreciate it off the internet unless you actually owned one I guess) but in 1992 I had a 13BPP and one day ran it with with just open exhaust no silencers anywhere to back of car twin 2" to differential then 3" up over and out back!, the pulse energy was SOOOO strong that at 1300rpm idle you could not hold anything to the exhaust tip, it was pretty amazing to see/feel it honestly. It was 118dB @ idle.

More angles of donmega probes, the go-to it seems on VR6's !