Hello,
I like to SetUp an MS with the OEM Narrow Band O2.
It´s an not charged 122ci 4 Cylinder 4 stroke otto engine.
So I read and afraid of the burned piston problem at "high load".
I can imaging full load -- maximum throttle at highest rpm.
But I didn´t found clear definition about high load.
Being I am right that the rpm´s unimportend because the charge isn´t "very touched" ?
Only the throttle->charge in the combustion chamber does matter !?
Or is the EGT more Valuable ?
Where should be the cut off ?
Are 900°C (1650°F) OK ?
Do you got any hints/RTFM to me ?
(I read the tuning page, but theres no "hard numbers")
High Load / piston burn
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Read the manual to see if your question is answered there before posting. Many users will not reply if the answer is already available in the manual.
If your question is about troubleshooting, configuration, or tuning, you MUST include your processor type (MS-I or MS-II) and code version in your post. If your question is about PCB assembly or modifications, you must also include the main board version number (1.01, 2.2 or 3.0). For tuning/troubleshooting questions, please attached a datalog and your MSQ file to your post.
If you have questions about MS1/Extra or MS2/Extra code configuration or tuning, please post them at www.msextra.com Such questions posted here will be moved to: a temporary MSextra sub-forum, where they will be removed after 7 days
The full forum rules are here: Forum Rules, be sure to read them all regularly.
-
Matt Cramer
- Super Squirter
- Posts: 2951
- Joined: Sat Jul 03, 2004 11:35 am
Re: High Load / piston burn
The highest cylinder pressure is generally found at the highest MAP reading at whatever RPM makes the torque peak. Detonation at high kPa readings is generally pretty bad at any RPM though.
EGT can be tricky to interpret; it is influenced by both air/fuel ratio and timing. Obviously, too much EGT could burn the exhaust valve (particularly if it's not well cooled) or dump too much heat into the engine compartment, but exactly what counts as too much is going to depend on the engine. On the other hand, advancing the timing too much can give you low EGTs, but enough detonation to blow a hole in the pistons.
EGT can be tricky to interpret; it is influenced by both air/fuel ratio and timing. Obviously, too much EGT could burn the exhaust valve (particularly if it's not well cooled) or dump too much heat into the engine compartment, but exactly what counts as too much is going to depend on the engine. On the other hand, advancing the timing too much can give you low EGTs, but enough detonation to blow a hole in the pistons.
