Why Fit An EGT Sensor?
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- Опубліковано 12 чер 2024
- What's the advantage of fitting an exhaust gas temperature sensor and how can we leverage that data for our tuning?
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In this quick rundown, we look at a few reasons why we might want to fit an EGT sensor, why we can't just use our Lambda aka O2 sensor for the data instead, plus the advantages of using a CAN-based module like EMTrons ETC4 vs traditional thermocouple amplifiers.
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TIME STAMPS:
0:00 - Why Fit EGT Sensors?
1:20 - Performance Applications Benefit
1:35 - Wny Not Use A Lambda Sensor?
2:21 - Thermocouple Amplifiers Vs CAN Bus
3:26 - BUILD.TUNE.DRIVE
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TAGS:
#highperformanceacademy #buildtunedrive #egt #exhaustgastemperatures #thermocouple #etc4 #emtronworld #learndriveoptimise #motorsport #learntotune #enginebuilding101 #dontletthesmokeout #wiring101 #dieseltuning #datanerd #gofasterwithdata #racecraft #auto #carmods #automotive #motorsports #racing #dragracing #endurance #circuitracing #roadracing #boost - Авто та транспорт
But how hot is too hot?!
That's gonna be engine dependent and component dependent so idk how they would answer that.
Yeah, I know, but they still decided to put that question in the thumbnail, though. :D@@InitialDIYmods
about tree fiddy
If it melts stuff that’s too hot.
Hot long is a piece of string. It's about velocity. A side exit exhaust is beneficial. Edit, for turbo
I use thermocouples and RTDs in projects. I use a conversion block to convert the signal to output a scaled 4-20ma signal or a scaled millivolt signal. Calibration per channel is really important.
Short answer is because engines don’t flow exactly the same from cylinder to cylinder. EGT is a measure of combustion quality of fuel with air. You can tune each cylinder better and prevent a premature lean detonation by checking your EGT. Also some fuels don’t work well with O2 sensors and you need to tune based on heat vs Lambda.
There’s so many factors for EGT though. While it might seem “high” in a street car application, it might be fine for a modified one. Both rich and lean A/F can cause high or lower EGT’s. Valve timing plays a huge factor too, and that’s why you don’t see EGT sensors on modern engines, except diesels.
@@TML34 you don’t see EGT sensors on production cars because of cost
HPA loves their sensors
Maxxecu race has built in 8 channel egt monitoring.
Right. Maxxecu race is high end ECU full of features, a goto for professional motorsports, but you could achieve the same EGT monitoring using a much cheaper maxxecu street + a 4 channels EGT module interfaced via CAN bus (which is a commonly overlooked but very useful feature)
@@vozhdmeister5256
Maxxecu has its own canbus protocol I believe so I don’t think that is accurate.
@@Whateverpoopiepantsyou can add a heap of CAN inputs and outputs and define all the parameters. It’s pretty customisable in that respect.
Lop n rop lean out on top redline rpms not idle peak curve which is closer too naturally aspirated advance timing if one cylinder over heating spark check if all magneto coil dale
Would be interesting to see a egt on my au falcon when its on its 4th set of tires and the exhaust is redhot sagging on the road 😂
wicked lol
Me with my diesel regularly hitting 1600F-1800F depending on atmospheric conditions
1:09
on a Otto engine. Not on a diesel.
Trust me chts not egts
Wrong chts yes not egts cylinder head temperature don't pass 390 some billet steel n nickel seal needs ceramic coating 414 420 Max's to cold lead build up to hot crack head hole in piston top in airplane ✈️🛫 tit 1300 forget egts chts trust me