Hiya, all good ideas. Do you have the jig to check the reluctor wheel? I generally key my cranks/balancers for future use with a supercharger and then make a pointer to verify the timing is what I am commanding.jet1 wrote: ↑Tue May 14, 2019 10:57 am What our plan is so far is to repair the engine and install egts in each cylinder ex pipe(hard to do with water cooled headers) we are going to check the reluctor wheel to make sure that it in the proper place and then verify as soon as we start it with a light. change to a typical mechanical water pump.
A note on the EGT, you probably know but try your best to keep the bung the same distance from the flange as well as make sure the depth of the probe is the same between cylinders(very important). The open end probes react the fastest and are best for dyno testing, the inconel sheath will last longer but is obviously slower to react. I have seen marine stuff handle continuous use at ~1650F egt although I don't like it. My turbo stuff would usually stabilize around 1450f when I am finished(many variables to accomplish).
By stabilize I mean the EGT has started to hover and dance a few degrees either way under full power conditions, definitely monitor it at light throttle too, even though the mass flow is lower. At under 100 kpa situations the intake will bounce more. Truly you want to use 8 egt and 8 wideband. What that can show(after tuning) is equalization of the AFR and see major changes in egt between cylinders. Now you are seeing different mass flow between cylinders meaning more work = more egt. Of course this happens no matter the kpa but more pronounced usually at lower kpa.