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Subject:
Team3S Digest V1 #298
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Team3S Digest
Sunday, October 3 1999 Volume 01
: Number
298
----------------------------------------------------------------------
Date:
Sat, 2 Oct 1999 10:55:47 EDT
From: Aso8@aol.com
Subject: Team3S:
ETS
Response from Barry, worth reading.
Based on previous
roadracing experience, my experience says these figures
are fairly
accurate.
Sustained running (more than several seconds) of an engine
above 1650 F will
definitely take a toll on the engine. Damage will
range from accelerated
wear to immediate breakdown depending upon the
condition of the engine.
Repeated running above the safe zone will definitely
lead to premature
failure at some point in time.
For roadrace work
where you need the engine to last 1350 F average is
probably more
realistic.
Note that these temperatures assume no post chamber
combustion. It is not
unusual to see piston melting temperatures in the
exhaust runners of bone
stock engines under certain circumstances. Many
ECUs will detect knock
under load (say on a long uphill grade in top gear)
and retard the timing to
the max. You may see 1700-1900 F in the
exhaust runners when this condition
exists. Although this MAY not mean
imminent meltdown it does mean that the
engine is or has been stressing and
not operating at peak efficiency, likely
due to inadequate fuel or cooling
for the particular circumstance.
Barry
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info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 2 Oct 1999 08:03:56 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
ETS
Thanks Arty.
Just a clarification: by "inadequate fuel"
I mean grade of fuel (octane
rating) as opposed to amount of fuel, although
the latter could cause
similar symptoms. Insufficient amount fuel is
can cause a lean burn
situation, also causing unduly high temperatures,
which is different than
part of the fuel charge burning in the exhaust system
due to exaggerated
timing.
Barry
> -----Original
Message-----
> Response from Barry, worth
reading.
>
<snipped>
> exists. Although
this MAY not mean imminent meltdown it does
> mean that the
> engine
is or has been stressing and not operating at peak
> efficiency,
likely
> due to inadequate fuel or cooling for the particular
circumstance.
>
>
> Barry
For subscribe/unsubscribe
info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 02 Oct 1999 12:01:41 -0600
From: Dave <monarchd@refuge.Colorado.EDU>
Subject:
Team3S: transfer case info and pics
Update of my Getrag transfer case
woes:
well, I think I might have one for the record books.. I'm
sure many of you
have seen worse, but keep in mind that I drove my car to the
shop with no
idea of how bad it really was..
http://ucsu.colorado.edu/~monarchd/3000gt/
(I
just made this page, so there's not much there.. click on the Getrag
link)
my pics aren't quite as good as Mikaels, but I'll try to take some
better
ones next week..
btw, a huge thank you to the people
expressing concern for safety regarding
the possibility of a lock-up..
I think a probably only had a couple more
miles left before this was
likely.. There was truly no warning other than
the whine..
for
what it's worth, it seems like the 2nd gen transfer case may be
the
same.. I didn't take the time to get the numbers from the bearings
and
seals, but I wrote down the case part numbers if anyone wants to
compare..
I couldn't find a number on the end that bolts to the
transmission (there
are 3 sections to the case), but here are the middle and
other end numbers:
446.0.0722.91 and 446.0.0710.90
unfortunately for
me, this isn't going to be a simple bearing and seal
replacement, but it sure
looks like Mikaels instructions would work for
anyone that doesn't have gear,
case or spline damage..
that's all for now..
Dave
95 (waiting
for an organ donor) VR4
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sat, 2 Oct 1999 13:02:59 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S:
transfer case info and pics
The 93.5 and on transfer cases are the
same. They are easily identified by
the cast iron case. Earlier
models had an aluminum case. Also, the spline
counts
vary.
Barry
> -----Original
Message-----
<snip>
for what it's worth, it seems like the
2nd gen transfer case may be the
same.. I didn't take the time to get
the numbers from the bearings and
seals, but I wrote down the case part
numbers if anyone wants to compare..
I couldn't find a number on the end
that bolts to the transmission (there
are 3 sections to the case), but here
are the middle and other end numbers:
446.0.0722.91 and
446.0.0710.90
<snip>
Dave
95 (waiting for an organ donor)
VR4
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm
------------------------------
Date:
Sun, 3 Oct 1999 12:59:35 -0500
From: "Brad Bedell" <bbedell@austin.rr.com>
Subject:
RE: Team3S: EGT maximum limits - Agree/disagree
I'd have to agree with
these numbers.
What if you throw in better valves, ceramic coated forged
pistons, ceramic
coated combustion chamber, headers and turbos.
What
about any thoughts to keep the EGT's down? We know water
injection.
But what about timing and fuel? These should also be considered at
the
levels some of us are at.
Brad
Check out my home
page: http://home.austin.rr.com/overboost/
E-Mail:
bbedell@austin.rr.com ICQ#
3612682
- -----Original Message-----
From: owner-stealth-3000gt@list.sirius.com
[mailto:owner-stealth-3000gt@list.sirius.com]On
Behalf Of Aso8@aol.com
Sent: Saturday,
October 02, 1999 9:15 AM
To: stealth-3000gt@list.sirius.com;
stealth@starnet.net
Cc: Aso8@aol.com
Subject: Team3S: EGT maximum
limits - Agree/disagree
* EGT Temp Probe located in Rear Exhaust
Manifold, prior to the turbo.
Add 150F degrees if probe is after the turbo.
250F if probe in
downpipe/collector.
Celsius to Fahrenheit conversion
formula is as follows:
Multiply Celsius degrees by 9 and divide by 5, then
add 32.
Stock motor & pistons
Celsius =
Fahrenheit
950 = 1742 PISTON MELT
DOWN EMINENT ! (short 1-2 sec bursts)
925
= 1700 Getting damn close
900
= 1652 About the maximum limit - unless
racing
875 = 1607 or less No
problems...
I'd consider anything over 875c degrees deadly for sustained
highway speed.
These are the numbers I've been using. Any more current
information
available?
Thanks
Arty 91 VR-4
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------------------------------
End
of Team3S Digest V1 #298
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