PLZ post your egt's for me.......

[86trbolancer]

So i'm just starting to look into making my custom header......But i'm not sure if i wanna go all out and use Inconel 625 tubing just to be sure.....or if 321 stainless steel is enough.

Just need to get a good idea of where my temps are gunna be....

Please post with all major mods listed.


Thanks

[BB3]

87 TII. stock Mahle's, head, intake, exhaust manifold, and turbo.

MP stage 2 LM, +20's, big NPR, 3" exhaust (swingvalve - back), 20# boost.

1650 - EGT according to my Stewart Warner. That is with only a Dawes narrow band thingy to monitor AFR. It blinks between green and yellow.

...for what it is worth.

- Bill

[overboostperformance]

87 daytona
g head
s60 turbo
tbi header
FWD stage 5 cal 19psi
+40's
Gary D fuel rail
volvo smal i/c

1450-1500

wanted to double check timing but turbo let go before i was able to

1650 is about the highest you should see out of the engine

Norm

[The Pope]

I worked as a carbon setter over pots that were 1,600 and you guys are running 1,650? Over 1,400 is nuts.

[turbo minivan]

on my van, (stage 5 cal, +40 injectors, AFPR, twin fuel pumps, alcohol, HX-35, EGT probe in runner 4) under regular driving i see anything between 1100* and 1300-1400* driving up a hill under about 5psi, and with my alcohol, i have run 32psi at full throttle for about a 1/4 mile and only hit 1450-1500* on pump gas (but im POURING in the alcohol @ about 1 litre every 30 seconds)

[87dtna]

1400 is pretty rich/low EGT. Your setup would gain HP if you are running 1400 EGT by leaning out the fuel and running 1500. 1500 is completely safe.
Valves are rated at 1600 constant temp with short bursts up to 1800 degrees possible before they melt. It's all in the amount of time you keep it at that temp.
1500 should be a target EGT, 1550 is OK. 1600 is getting hot for stock cast pistons, but the pistons can take 1700 for under 10-15 seconds.
My G headed 2.5 I cannot seem to get EGT's under control, I'm running 1700 with proper A/F ratio and maxxed out timing advance. At 25 PSI it hits 1700 degree's, but I haven't roasted a piston at all because it's only for short bursts. I'm running stock mahle cast pistons.

[86trbolancer]

Cool...this is helping, thanks you guys. I going to be running forged .040 over venolias which i got in the mail the other day. Along with big valves(thanks again FWDP) in a 782 swirl head thats getting ported to hell and back...i'm not sure where i'm even going to have my hole tapped for the egt gauge in the custom header. I think i'm going to go with a design that kinda looks like horns on a ram so that 1-4 and 2-3 will be equal lengths and center the turbo behind the engine...

[phantomrt]

Quote:

Originally Posted by The Pope I worked as a carbon setter over pots that were 1,600 and you guys are running 1,650? Over 1,400 is nuts.

I'm sure you know, but EGT probe placement is a HUGE determining factor. If you mount two EGT probes in series, you can get some very interesting readings from each one that responds differently to air/fuel ratio.

Mine, with a stock calibration at cruise and closed loop, will run 1550 degrees on the interestate--about 3000 RPM. And I've done that for many thousands of miles. This particular engine has high quality valves in it, but the rest of the engine doesn't have many modifications that will result in substantial air/fuel ratio differences, so it is safe to assume a stock engine will have very similar EGTs.

[86trbolancer]

hummmm.....that sounds like a really good idea. Guess i'll have to pick up a 2nd egt gauge. I'm thinking 1 of them halfway between the head and turbo on the #4 cyl header tube. Since #4 already has coolant issues i would think that cyl would run hottest. and one right before the turbo where all 4 tubes collect into 1. Any other ideas?????

[87dtna]

The number 1 cylinder, this way the EGT gauge positively only sees one cylinder's EGT's and it's not getting skewed by others.

[turbo minivan]

Quote:

Originally Posted by 87dtna The number 1 cylinder, this way the EGT gauge positively only sees one cylinder's EGT's and it's not getting skewed by others.

DO NOT put it in runner 1, runner 3 would be OK, but runner 4 is best. like you say, runner 4 does have cooling issues already, making it the best runner to go it. if you put it in runner 1 so it "dosnt get skewed by others" your looking for trouble. if anything, you want it to be reading from the hottest place in the manifold so your safe. runner 1 might be reading a perfect
1500*and youll feel all good inside, wile runner 4 might be hitting 1600*+ and you dont know it.

[turbo minivan]

as for 2 EGTs, you dont need 2. just put 1 in runner #4, and if you want more info on whats going on inside the engine, spend the extra $ on a scanner or wide band o2 . THEN your rocken!!

[87dtna]

Chill out dude, I was basing this off of he was going to run 2 probes, 1 in the 4 and 1 in the number 1.
I run mine in the number 4, but I only have 1 probe.

[86trbolancer]

All this has got me wanting to do some testing on egt probe placement in tubular headers. Just afew more months and i'll have the extra moo-lah to start welding a prototype.

As for a scanner or wb02 i'm not holding back on anything with my ride. I'm starting to look into getting a FAST system from forwardmotioninc.com so i'll have everything at my finger tips with my laptop. Just trying to be able to pass CA smog without having to cheat the emissions part of the test and still be able to go "full race" at just the push of a button.

[SUPER60omni]

Hahahaha, my car with the fast probe in the downpipe about 6in after the turbo used to go to the "U" in the word "exhaust" on the autometer gauge. Hahah, that was like 1800's+ Thank god for JE's. Its usually around 1550 now.