Sure this has been asked and discussed before but ive just fitted a TTO temp gauge in the way recently described in an issue of jet set. That is by placing the 'sender ring' onto the top part of the plug and held in place by a small bit of hose pipe. What i want to know is what temp in °c is the highest safe running temp and what temp should i let it get to before cooling the engine. Set up is tuned TS1 230 30phbh fran race and static ign set to 17°.
Thanks. Baz
TS1 running temp
Anyone ?
Ok il take a look , just thought id ask on here as sure someone would be able to advise.
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shamrockexpress
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probably not much to go by but all last year my stage 4 200 always sat around the 80-90 c over the summer months(not that it was warm) slowing up to a junction after a period of riding the temp would then race upto around 100 only because you have shut off fuel supply but the minute you leave the junction it quickly comes back down...............
although its an iron cylinder the temp still of the head so shouldnt be a big difference to TS1................IMHO
although its an iron cylinder the temp still of the head so shouldnt be a big difference to TS1................IMHO
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olliewtf
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There is ofcourse a temperature at which ally will melt; ie your piston.
I would be wary however, of relying on a CHT alone to warn you of imminent failure.
A cht is generally slower to react than an egt, and may be of no use in event of failure.
It is also worth reading into the relationship between cht and egt; the bottom line is individually they are pretty limited in what they can tell you, but together, and with the knowledge of how to utilize them, they are a very effective tool.
As is the nature of 2 strokes, every engine is different. If you get hung up on readings and comparisons, you may change your set up for the worse. If you have ran your set up for a while and know it to be well set up, I would be tempted to ignore the cht unless you see a dramatic change, in which case its probably too late anyway.
I say this not from experience of using these tools, but from researching their use in the hope of fitting them. I initially wanted only a cht, but soon realized I would need both to be able to use them for monitoring whilst jetting in and setting ignition curves, and as a fail safe against engine failure.
Plenty have posted on this very forum alone; I read most of it and it answered all my queries.
Think theory rather than quick answer; if you have ran your set up for a while, you havent melted a piston yet have you? so logically any temperature you read from herein out is fine! (within reason ofcourse
)
Good luck pal
I would be wary however, of relying on a CHT alone to warn you of imminent failure.
A cht is generally slower to react than an egt, and may be of no use in event of failure.
It is also worth reading into the relationship between cht and egt; the bottom line is individually they are pretty limited in what they can tell you, but together, and with the knowledge of how to utilize them, they are a very effective tool.
As is the nature of 2 strokes, every engine is different. If you get hung up on readings and comparisons, you may change your set up for the worse. If you have ran your set up for a while and know it to be well set up, I would be tempted to ignore the cht unless you see a dramatic change, in which case its probably too late anyway.
I say this not from experience of using these tools, but from researching their use in the hope of fitting them. I initially wanted only a cht, but soon realized I would need both to be able to use them for monitoring whilst jetting in and setting ignition curves, and as a fail safe against engine failure.
Plenty have posted on this very forum alone; I read most of it and it answered all my queries.
Think theory rather than quick answer; if you have ran your set up for a while, you havent melted a piston yet have you? so logically any temperature you read from herein out is fine! (within reason ofcourse
)Good luck pal
Thank you for the informative replys. To be honest i have not long had this engine in the scoot. Once id put it in the frame i took it to pete at psl to have it set up on his dyno. He explained to me how the dyno worked and what he was looking for regarding the a/f ratio etc and then set my carb up so it was running safe. Never had a ts1 before nor do i know what temps they should be when say in town or on faster roads. Due to the crappy weather ive not been out on it much (not at all since fitting the cht) but when i have its performed great and never missed a beat. (Kiss of death). Thanks again fellas . Baz