From my memory it was just before where the 4 exhaust runners enter the scroll for the turbo, so that would be close to the WGA arm nearer to #4 cyl. I think it was said that this was the spot that the Dodge had recommended.
Pit Viper had made a thread with images.....you may need to dig a little to find this thread.
On the other question.
I think Dodge had the engine on the dyno for a long time for development and this allowed them to get things calibrated...such as knock. I think that while they were testing with EGT probes hooked up they were able to correlate some inputs at the PCM to come up with estimated EGT. I doubt these guys are gonna release the data and what parameters enable them to come up with the output they have. From what it sounds like its not too bad to use in a general way.
Questions, I did a search in the service manual and I could not find an instance where it refers to the PCM using this data (EGT) to make any adjustments with.....or did I miss it? Is this a parameter or output that is there and not used or is this info actively being used by the PCM for adjustments?
Now that some tuning software is finally surfacing we can unlock some of these secrets. There's also a parameter for cylinder temp, which is most likely based on the same principles as EGT. Values are probably determined from a look up table based on dyno testing.
^^^
Have you perhaps considered developing a data logging solution to capture the Chrysler secrets?
It seems you have the knowledge.
And your gauge is great for a few seconds of data from two metrics correlated.
But a more comprehensive data logger correlating several metrics would be even more useful.
I was hoping Enginuity and/or Innovate may bring us a good solution.
But so far, nobody seems inclined to offer a comprehensive data logging solution.
Thanks.
FWIW, I have a calibrated 4 channel EGT setup in my car. Cylinder #2 runs hottest, #1 coolest (S3 turbo). I find that the Aeroforce gauge will read about 50° hotter than the EGT setup is showing, but it is consistent.
FWIW, I have a calibrated 4 channel EGT setup in my car. Cylinder #2 runs hottest, #1 coolest (S3 turbo). I find that the Aeroforce gauge will read about 50° hotter than the EGT setup is showing, but it is consistent.
With my 50 trim I would see 75-100 degrees hotter from the PCM, now with a stage 3 it's about 75 degrees. With a stock turbo it would probably be very close. Makes sense, the PCM is calibrated for the stock turbo which should run hotter at a given level of boost.
With my 50 trim I would see 75-100 degrees hotter from the PCM, now with a stage 3 it's about 75 degrees. With a stock turbo it would probably be very close. Makes sense, the PCM is calibrated for the stock turbo which should run hotter at a given level of boost.
Todd
I've only monitored S3R with the Aeroforce EGT monitor. I saw about a 50-degree increase in EGT's at WOT after installing the AGP WGA. Some people poo-poo the whole idea of calculated EGT's and say it's just eye-candy. But the calculated EGT's seems to be an indicator even if the values are not quite 100% accurate. I may even go back to the original S3R WGA and see what effect that has on other parameters that I didn't capture originally, including KR (guessing KR isn't calculated), Ignition Advance Timing, etc.
Last edited by Simon.Starkie : 04-08-2008 at 07:37 PM.
I would also like to know... i have peaked at about 1758 on my aeroforce guage, and im not gonna lie when i say im a bit concerned. im buying a water/meth kit to hopefully bring these #'s down a bit. but im just wondering if i should be taking these readings seriously?
I would also like to know... i have peaked at about 1758 on my aeroforce guage, and im not gonna lie when i say im a bit concerned. im buying a water/meth kit to hopefully bring these #'s down a bit. but im just wondering if i should be taking these readings seriously?
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