High Egt's!/

[skeet2121]

Alright i can easily understand that. Is there a good assumption of temp difference right after the turbo, so you can mentally add that for a semi close egt temp.

[laird]

I try to keep it under 1550. I know Johann goes up to 1600, but I do not know anyone off the track pushing 1700s.

I have a hole in my gauge pod. Do you suggest AFRs or EGTs? I assume that any tuning I do will require a dyno run any way so would I be better off with the EGTs?

[Che'_Moderator]

I have a hole in my gauge pod. Do you suggest AFRs or EGTs? I assume that any tuning I do will require a dyno run any way so would I be better off with the EGTs?

Most here go with AF but I rather have an EGT. AF is ahrd to track while driving while EGT is easy. If you do not have the means to alter the trim on the fly AF seems pointless to me. Tune on AF drive on EGT.

[laird]

Most here go with AF but I rather have an EGT. AF is ahrd to track while driving while EGT is easy. If you do not have the means to alter the trim on the fly AF seems pointless to me. Tune on AF drive on EGT.

Cool, it looks like an easier install as well.

[Tony the Tiger]

Well, don't get too carried away into tuning based on EGT's... EGT readings are useful for tuning, but to go anal over getting the most "precise" readings is just too impractical. We usually use them to see an overall pattern of changes with A/F and timing. It helps us into finding what timing the motor likes, and what A/F's feel optimal for the specific turbo/manifold/engine combo. I would also agree on placing the probe post-turbine to avoid any potential damage to the turbo in case the probe physicaly breaks for whatever reason.

If the probe is picking up +/- 100 deg F, or even deg C, it's nothing to worry about. The optimal timing for an engine under steady cruising conditions can be easily discovered on a load-inertia dyno, and an engine cruises around 14.5:1 AF usually. From there, we can always find a consistent reading of EGT's and use that as a reference point. As tuning progresses, the pattern of EGT changes with fuel, timing and boost will make the readings useful... Rarely I look at the actual numbers and start freaking out because the engine's optimal timing and AF ratio greatly changes if EGT's do become too hot and if exhaust back pressure and heat buildup becomes an issue.

[chaze1385]

Here are a few pics

[skeet2121]

I am diggin the spot in the switch box.. looks sick!

[chaze1385]

and there is another free spot to the left of the steering wheel to fit another gauge. Takes some massaging with a die grinder to fit them in these spots. and they are just press fit in. probably wont get you any points at a car show. hahaha. but i dont care

i think i am going to relocate the probe to just after the turbo. somewhere in the turbine outlet flange just before the downpipe flange. see what kind of readings i get there. i know i need more fuel. what is funny is, i disconnected my MBC and ran the wastegate straight. just a pressure line from vacuum tree. WHich is around 7-10psi. i still get 1600+ egt's at wide open. just part throttle cruising it hits 1400, sitting in trafic idling it hovers around 900-1000, probably try to mess with the fuel pressure. get the base pressure up a few more pounds. that is an old 2.3 turboford trick. or i could wire in this Blue Screen Apexi AFC i have laying here.

Chad