Laughing gas on 5.0l mustang

[John G. Napoli]

At 08:55 AM 4/9/96 +0200, diy_efi at coulomb.eng.ohio-state.edu wrote:
>Now that I am posting; Has anybody ever tried to use exhaust gas temperature
>as an input for engine control ?
>
>Kind regards 
>
>Joeri de Haas
>
>
>

I ran across the following posting yesterday, and luckily had not yet
deleted it.  It sounds like what you are asking about.  I am including it in
its entirety in case you want to contact him for more detatils:

Regards,

John

Copied text follows:

X-Sender: gmcowan at dfw.net (Unverified)
Date: Sat, 6 Apr 1996 12:31:05 -0600
To: ferrari at nmt.edu
From: gmcowan at dfw.net (Gary M. Cowan)
Subject: Norwood twin-turbo Testarossa for sale

I've bought an F355 Spyder, and I can't justify having two "fun cars" in
the garage, Therefore, with heavy heart, I've decided to sell The Beast.
I'm the third owner of this 1985 red/tan US-version TR, whose original
Dallas owner wasn't satisfied with the car's performance. He took it to Bob
"there's no such thing as too much horsepower" Norwood, who had already
achieved notoriety for his turbo conversions of 308s and Boxers. In
"version I", the heads were ported, polished, and computer-table flowed by
the Lozano Brothers of NASCAR fame. Oversized DelWest titanium valves,
copper head gaskets, and modified cams went in.  Two Garrett AiResearch
water-cooled turbos, an Injection Research system, and Modine
air-to-water/glycol intercoolers completed the modifications. You can read
about the development and performance in more detail in an article on the
car in the June, 1988 issue of Sports Car Illustrated, pages 28-35. The
number to remember is 943 horsepower at 10,000 rpm.

After the real-estate debacle of the late 80's in Dallas, the car passed to
it's second owner in Houston. Version II: Venolia forged low-compression
aluminum pistons, Haltech computer-programmable fuel injection with
high-flow injectors, and a CenterForce clutch (the stock clutch will just
spin above 7,500 rpm on boost, it was found). Boyd Coddington aluminum
billet 16" wheels (look like 288 GTO wheels). Low mirrors, both sides, and
high-mount brake light as on later cars. Read all about it in Road &
Track's Special Series: Ferrari, 1989, pages 58-64.

Next, the car appears on the cover of Road & Track's Supercars special
series in 1989, when it ran in the "world's fastest street car" event that
the maniacs at Road & Track run whenever the urge hits them (usually every
18-24 months). Read about it on pages 16-19. The numbers to remember:
Quarter mile. 12.1 seconds at 136 MPH. Top speed reached, 210 MPH (fear
limited). 0-60: 4.7 sec., 0-100: 7.7 sec. 60-120: 5.1 sec. It wasn't built
to be the world's fastest 0-60 machine, because it would spit out
drivetrain components and Bob went for survivability, but I expect there's
not much around that is faster from 40-140: 9.7 sec. For more on Norwood
and his work, see Topwheels, March 1990 pages 113-117. He was also featured
in a segment on the television show, The Exciting World of Speed and Beauty
(you can see the TR in one shot).

I bought the car in 1991. Bob Norwood had continued to develop the car as a
testbed for ideas he would incorporate into other turbo installations. The
engine was torn down for inspection and to replace a piston an employee of
the second owner is alleged to have burned, so we have a zero-time engine
as of 1991. The car now has the latest version of the Haltech system (one
unit for each bank). Each cylinder has an exhaust gas temperature probe
with an in-cockpit readout via a Cygnus performance computer, so that
continuous information about fuel-burn state is available. Clogged
injectors and any plug fouling can be instantly detected. I've never had
any hair-pulling expensive engine meltdown problems as a result of the
ability to know what's happening in each cylinder all the time
(higher-performance aircraft engines use this same technology, because a
new turbo'ed Lycoming may run you $100,000. Also, if you melt a piston, you
can't exactly coast over to the side of the road at 24,000 feet).

Norwood has never done another car like this one, as he's found owners love
acceleration but are not in as much need of top speed. Lower-flow injectors
and lower boost systems are now his recommended installations, with some
nitrous work optional.

The car is red/tan, 10,XXX miles. The body and interior are in truly good
shape. Certainly not "concours", as the car is driven, not worshiped. But
you won't be ashamed about anything. Ferrari-made floormats and car cover.
Roll cage included (not in car at this time). All work from new documented.
Copies of articles on car included, with original copy of Road & Track
Supercar issue. I'm selling it for the cost you'd pay to buy a decent early
TR and bring it up to the specs of this car: $125,000. References: Bob
Norwood 214-831-8111. FAX 214-831-0949. He'll get you in touch with other
owners of turbo-TRs.

Take it to a Ferrari track day. Buzz around the track passing F40s, without
a ride that'll make your kidneys bleed. Make F50 owners anxious about
spending $500,000 for their ride.

Gary Cowan (gmcowan at dfw.net)
FAX 817-338-9641

"some say Enzo would rotate in his sepulchre, I say he would grin"