Need info on a pyrometer .
 

I want to buy a pyrometer to help me on the tunning of my turbo. I need to know if it's possible to install it on a STD manifold???

If someone did it, please explain hoe you did it?

Re:Need info on a pyrometer .
 

do not use the egt/pyrometer for tuning or them stupid a/f light show gauges

Re:Need info on a pyrometer .
 

how do you tune it???

Re:Need info on a pyrometer .
 

https://www.homemadeturbo.com/turbo_..._mounted_P.jpg

Or you can use the o2 sensor bung on the manifold, and relocate your o2 sensor.

Jeff

Re:Need info on a pyrometer .
 

ok so you only drill a hole put the pyrometer???

Do you think it is a good idea for tunning a turbo setup?

Re:Need info on a pyrometer .
 

that isnt my setup, but I assume he just drilled and tapped it for the correct thread pitch.

I have never used one, but I have heard great things about them when tuning.

Jeff

Re:Need info on a pyrometer .
 

ok because i have a ---- A/F and i think i'm too rich but on it, it seem to be correct so i want to buy one of this.

Do you think i can drill and tap the hole in place or i need to remove the manifold?

Thanks

Re:Need info on a pyrometer .
 

well unless you want all the debris and metal chunks going down into your turbo.. You might want to remove it to do it correctly.. ::)


Jeff

Re:Need info on a pyrometer .
 

a egt will be more accurate then any ofthe a/f gauges but like i said before do not use it as a reference for tuning your car

Re:Need info on a pyrometer .
 

Boosted:

Can you explain why? I would think that the importance of stoich. would be a priority in tuning any vehicle, turbo or not.

Are you saying this meaning get the reading form something else? Or disregard the reading? If you want the reading from something else, what do you recommend?

Personally, since I have done the EcuControl chipping to my PM6, he's (Mike http://www.ecucontrol.com) will be adding a A/F gauge where the reading comes directly from the ECU. Meaning, the ECU, which will control the flow of fuel in the end ANYWAY, is giving you the reading it thinks is correct.

Would you recommend that as a good source?

Re:Need info on a pyrometer .
 

yes i would like to know me too what do you recommand???

Because i need to tune my turbo soon and without the shitty A/F, i see the EGT pyro for tunning.

Re:Need info on a pyrometer .
 

if you want to tune use a wideband.... here is a little write up one of my friends did for the FJO wideband company about it.. sorry if its long but to me it explains why...
Why not tune AFR based upon EGT (Exhaust Gas Temperature)?
You can only get a general idea of AFR based upon EGT IF, and only if, you have correlated your car's AFR with its EGT under a given set of conditions. And even at that, you can only get a general idea of the AFR. You can not tell with accuracy just where the AFR is. Perhaps at best you can get within a full point or so, and that's not very close.

Here's an example of the variation in EGTs from car to car. Several months ago I helped tune 3 single turbo Supras on the same day on the same dyno using the highly regarded Horiba wideband O2 system. All 3 cars were tuned to about 11.4:1 AFR across the boost and RPM range. Peak EGTs ranged from 770 to about 880 C on the various cars according to the GReddy gauges (one car's EGT at 770, one at 790, and one at 880). All 3 had GReddy EGT gauges but with identical probes mounted in different places. The coolest EGT reading was from a probe mounted in the #6 runner, the middle temp one was mounted in the front passenger corner of the collector, and the hottest reading came from a probe in the center of the collector directly under the turbine inlet. This in itself proves that EGT readings can not be trusted because there is no physical way that the EGTs in the collector are actually hotter than those in the runner close to the combustion chamber, but this is a function of heat-sink effect happening with the probe and we won't get into that concept here.

If one were attempting to tune the above cars based upon EGT readings, what would he have done with those 3 cars? Conventional wisdom says that EGTs of up to 900 C are allowable prior to the turbo on most turbo motors. If the 770 C car were leaned out to approach 900 C, the AFR would have been in the 15:1 range! That could prove disastrous for an engine running boost. A similar circumstance exists for the car indicating 790 C. What about the one with the 880 C readings? Would that car be dialed back a bit richer because the 880 C readings are approaching the generally accepted MAXIMUM of 900 C? If so, that car would probably end up in the 10.5:1 range and needlessly sacrifice power.

Perhaps the biggest downfall of EGT as an AFR tuning tool is the fact that there is no possible way for an EGT monitor to react quickly enough to spot lean and rich spots in the RPM curve. Most engines will exhibit an AFR curve that varies a good bit throughout the RPM and boost range. At best, EGTs can only give you some indication of peak temperatures. It is not possible for them to point up a dangerously lean area spanning a few hundred RPM somewhere in the range (even though many cars exhibit AFR curves of this sort that need to be tuned to flatten them out).

The bottom line is that EGT readings don't really provide much useful information when it comes to AFR.


and heres a little about using the a/f gauges...
Why not use a 'narrow band' O2 sensor for tuning ?
Only a true wideband O2 sensor provides accurate AFR information outside the narrow range either side of 14.7:1. The narrow-band sensors are incorporated on OEM vehicles simply to tell the ECU if the AFR is on the rich side of 14.7:1 or on the lean side. That is all. They are not designed to provide reliable information down in the 10:1 - 13:1 range where we need to work with high output engines under load.

One should note that GReddy, a highly regarded supplier of quality products, cautions strongly and repeatedly that one SHOULD NOT rely on their 4-wire sensor (one step down from a 5-wire true UEGO wideband sensor like the FJO) and associated Air/Fuel Ratio gauge for tuning purposes. They strongly recommend that a "laboratory spec" quality system be used. The FJO is an affordable system that provides the same level of accuracy as the so-called laboratory spec system. (See the GReddy Air/Fuel Ratio gauge owner's manual for specifics of this warning and other details on the GReddy system.)

Re:Need info on a pyrometer .
 

it seems that having these gauges after proper tuning is a good idea so that you have a baseline knowledge of where your car should be and if it falls off then you know when you have a problem.

Re:Need info on a pyrometer .
 

ok thanks for all your response :)

I have another question.

If i go on a dyno, they have Wideband 02??
Someone can explain to me how they tune it?

Re:Need info on a pyrometer .
 

The people that have the dyno here don't tune for you. They jsut let you use the dyno. Hahaha..

You have to tune it yourself.

Re:Need info on a pyrometer .
 

just make sure you pop in teh wideband and watch it...