just hooked my egt gauge up, and was wondering what the temps should be at normal driving and in boost. My set up is d16z6, 14b 9-10 psi

 

i believe thats gonna depend on whether its mounted pre turbo or post turbo. pre-turbo are gonna show higher if i remember correctly.

and if its helpful i believe the melting point for aluminum is 1350 degrees F.

 

depends on your setup, 1100-1300 can all be normal but it depends on how it was tuned and where your optimal temp is at but u wont know that till its tuned

 

Melting point of Aluminum is 1218 degrees F.
Exhuast (Gas) temps can be much higher with out melting stuff.
Probe installed on Runner #3, 2 inches from head I read 1275 degrees consistantly at freeway speeds.

 

my gauge reads the same

 

My autometer gauge mounted in the same place reads around 1390 when cruising on the highway, sometimes 1400. Should I be worried? I thought it was a bit high. My afr is 14.7 and my timing is stock.

 

http://www.sdsefi.com/techegt.htm

 

Typically 1350 deg F @ cruise, 800 deg F idle

At WOT you can take your pick of "1450 deg F maximum" and "irrelevant." Temperature is subject to change for other makes and marques, but irrelevant is not...

I've seen "safe" spikes of 1750 deg because we were running too rich and the unburnt fuel in the exhaust decided to afterburn in the manifold. Since chamber temps were still controlled - worthless EGT reading.

Best bet is to log all cylinders, or none. Westach makes a pimpy 4 probe 1 gauge setup for this. Cheap.

What you look for is, for example, on the first pull #2 is a little cooler than all the others. On the second pull, all probe temps come up a touch but now #2 is the same temp as everything else. Problem: #2 is taking on more temperature than the rest of the cylinders, and can potentially overheat - time to figure out what is the problem. If you're logging any one cylinder you don't know ---- about the big picture.

Also, individual cylinder EGTs are a nifty way to deduce how to port/design an intake manifold. This is as important as a good turbo manifold when you want to make 1.9 million horsepower safely. Balanced flow + heat through the cylinders, since the WBO2 only reads the average of the four cyls, and one can be TOO lean but the combined reading is safe because the other three cyls are running rich enough to lose the one cyl's leanness.

 

Holy ----, look who just walked in. Long time no see. Couldnt stay away from the 'power tool frat house' ehh?

 

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