| and I know what I'm talking about.
The more time that is spent and the more people that you can gain wisdom from that have experience the more knollege that can be gained.
Well, if I learn everything from people who have this wisdom from the experience you speak of, I'll be a blundering idiot like the rest of them. Your points are correct to a point in moderate situations that car manufactures build production cars to.
Too broad a statement to contest, but broadly correcting, Power is power. It requires more air, more fuel and stronger spark to make more of it. The only difference in the fundamental theory that applies in making 1HP or 1000HP safely is simply a shift of scale of the same theory. You are not going to convince me that at some point we make a drastic exception to the rules which govern the the same system with the same parts and same fuel when we change the power output, especially not one that completely contradicts the previous.
And the first thing that high EGT temps tell you is that the combustion chamber will see the heat next. It is your first warning that the heat is coming to do serious damage.
WRONG: High EGTs will tell you what you blew if you're lucky, in most cases you wouldn't even see anything going wrong on that guage before it happened. EGT is after-the-fact of what happened in the combustion chamber. It doesn't even give you any real good data primarily for the fact that you can affect EGT with either A/F or ignition timing. There's too many factors that govern EGT and it is simply there to find out if you're gonna melt exhaust valves. If you knew nothing of either what timing an engine was running or the A/F it was burning at, tuning with only an EGT would be futile. You could run a 16:1 A/F with the timing jacked through the roof; it would ping to hell and back, but EGT would be low as detonation would ensue, cylinder parts will heat, and it would likely misfire as the plug's electrode reaches high enough temperature that its electrical resistance reaches the point that the coil can jump a spark through. EGTs never pass 600C and POOF. On the other hand, you could be running 11:1 A/F at 15psi on a stage3 ZTT with 18 degrees of timing advance and see 900C EGT readings and think something is gonna blow, but then JWT tells you its OK. Tune with wideband O2 and your ears - hasn't let me down yet.
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03:03:40 12/30/03
