Quote:
Originally Posted by rsrobin
many thanks - I'd like to see this, if only for the F1 history 
Will also be relevant for my engine - on full throttle sustained loads I get scary high EGTs. I lied above - I saw 950 C up the runway at RAF Marham, going up the kemmel straight at Spa I saw 990 C!!! needless to say I used it as a cooling straight for the rest of the day!!  EGT sensor is in the main collector of my 4-branch primary designs manifold. As you can see in the pic above its ceramic coated, as is my sports cat. I've always wondered if these could be making things worse?? May be time to go back to the decat?? |
I would not panic too much about your EGT's unlike most others you are actually testing it at high speed and on track, most people never do this or quote EGT off a dyno or less load.
If you look though my thread under members rides? you will see heaps of information in relation to EGT's and also a shot of a dash on a F1 Renault (water injected) and you can see they used over 1100deg C on Inconel turbines (like we all use today). My car with CAT will see neat 1000deg C @ 140mph or so. I have also seen that if water flow is fixed at a certain rate then you amount of excess fuel has a great effect on the EGT you will see, more fuel less EGT, so you still may need to run near 50% over stoich to get figures that will make the turbo live at the track. IMHO this is why all serious turbo petrol race cars look like Diesel trucks
Turbine life and power generation (reduction of knock limits) # 1 WI can only do so much, especially when you are running "modern" ignition systems on high speed IC engines....... If you want to experiment with more water, then you need a pretty special ignition system, otherwise you will loose too much power on greater WI to Fuel ratio's.
Hope I did not confuse or bore you, most of it I talk about in my own car/test rig posted on here, may be worth a read for you?
http://www.aquamist.co.uk/vbulletin/...t=1590&page=14
Peter