Turbo Scamp

I've seen the remote WP located in the fenderwell just aft of the head lamp assy, not on a MoPar mind you, but it did save a good deal of space in the engine compartment.

Another thought I figured may be helpful with making your engine last, monitor the exhaust gas temperature (EGT).

Not that you don't already know this but figured it would be good to mention as others reading this thread may not know - Turbos are a compressor of sorts, when air is compressed temperature increases, we all know the cooler the air the more dense = better combustion. This is a give and take when turbo-charging and/or supercharging (blower), which is why the inter-cooler is key = it helps reduce the temperature of the air leaving whatever charger is being used to hopefully give more PSI and less temp.

Example of why monitoring EGT is a "good thing": on my truck (see sig) at about mid throttle going up hill no load, I typically see around 900 - 1100 degrees with the power box on the lowest setting (total rwhp per dyno 410) - this is all relative to conditions = load, speed, did I just hit the throttle and am increasing speed as I'm going uphill. At cruise, on level road, no load and maintaining speed EGT's are usually between 600 - 700. With the power box on the highest setting (rwhp 525) and "getting with it" the EGT gauge will peg (1500) - this is OK for short periods, like a quarter mile blast. I've seen many guys meltdown pistons by not paying attention to the EGT gauge and staying in the throttle way to long. Aluminum melts at 1220 degrees, so a 1500 EGT means your pistons are probably pretty close to 1100 +/-, the more you stay into it the more the pistons absorb heat and the more prone to failure things become and etc, etc. :pale:

This is why the inter-cooler is key, imagine if your inlet air temps are ambient say 100 degrees and then get increased 2X minimally as it leaves the turbo, without the inter-cooler you are dumping superheated air 200+ degrees into an already hot environment = the combustion chamber. Now stay into the throttle on a high speed run and think about how hot those pistons are getting.

The best place to put the EGT probe is "pre-turbo" as the turbo itself will absorb and dissipate some of the exhaust heat - so if the temp probe is post turbo in the exhaust pipe you will be getting a temp reading 100 - 300 degrees less than with the probe pre-turbo. Which means, with the EGT probe post you'll be seeing 900 - 1000 degrees when the EGT could actually be 1200 to 1500. So, if you're running headers (I'm pretty sure I saw them on the engine in this thread) the collector would probably be the best place to locate the probe. Actually dual (left bank + right bank) EGT gauges would be better, as you'd be able to monitor EGT from both banks of the engine. Ideally the closer to the head the probe is the more accurate the reading, but with headers if you located the probe close to the head you'd end up in a single tube and only be monitoring one piston, whereas with an exhaust manifold and the probe located at the manifold outlet it's monitoring the temp of the whole "bank". So, the collector is probably the best location.

As with any gauge, it is the "eye" into the specific area of an engine and will tell the tale of what's happening inside.

Hope this may help a bit. My $0.02 - and once again great build.

Man that was way long - sorry to go on about my thoughts . . .