Well I just ordered an ac ram horn manifold and was considering to add egt bungs to 3 of the 4 runners before it gets shipped out. I have gathered all my information from reading. #3 runs hottest, timing affects egts, placement will affect over all temps, lean conditions raise temps, and detonation creates spikes, well drops in temps or so I read. I plan to drrive 2-3 times a week and would like to know how its changed the way you approach the gauge as opposed to not having one. What will run through the tuners mind and what should run through mine. Anything would be greatly appreciated. Thanks

 

Never used one in cars, but I've used them in karting. From my experience, you find a control. Say 1600, and stay close to that. Hotter is leaner, cooler is richer. For me, in karting, it was imperative information. Now, with that being said, are they better than a good wideband? I'm not sure. However, if you have one in each exhaust port, I could see the benefits for sure.

 

Timing I think effects egts the most. Less timing, higher egt, more timing, less egt (heat gets absorbed by the engine components rather than expelled as "wasted" exhaust heat)

 

last year i had a lot of timing out of one of my cars due to **** gas, small cams and high compression. put the egt in that bad boy and realized it was way too hot. a few more degrees timing and it was all fixed.

at this point as far as im concerned when the tune is in the "sweet spot" for timing (usually a few degree window) the egt will stay pretty steady. if the timing is way off then it will peak too high or just keep creeping.
also for what its worth, wideband and egt in all of my cars even the daily. basically anything that you are tuning

 

What egt gauge do you use ? What brand

 

Thank you guys for sharing the information and thank you blackeg thats what I was looking for. Im sure that would also help with engine bay temps a bit for those who have trouble keeping them down. Ill probably have 4 bungs and probably 1-2 temp probes alternating on the dyno, I'm curious to see how much they differ from cylinder to cylinder. Are you running RTD or k type thermocouple? From the information I have gathered, RTD style are a bit more accurate, generally larger(not sure how that would affect flow), and they react slower. Ive decided I want to try k type thermocouple as they are very small and react faster which is what you would want when tuning but would like to know what everyone else suggest.

 

using greddy egt gauges. one still on the original sending unit the other I had to pick one up online. both are k type.

they are how I know when to let out of the highway pulls lol

 

get a wide band set up, you will see a possible detonation before you will with an egt

 

Do you have probes on all the runners?

 

#3 about an inch down the runner from the head flange. for fuel adjustments on the other cyls i use the coloring on the base ring of the plug.

generally #3 runs hottest, but ive found #4 can sometimes be close to #3 for various reasons

 

Thanks for the replies. I will have a bung or adapter on each cylinder but will probably alternate one or two while on the dyno. I would like to see how these are affected from pull to pull as this is what screwed me, back to back to back pulls on the highway(I was a dumb *** didn't know better and been doing a lot of reading since then). I will be using a wide band, the egt is to try and get it as spot on as possible and get a better understanding of whats going on as I was at 432whp on pump gas 91. This time around I think I will have a pump gas tune mostly for light boost and getting around town. I will run c85 or e85 on higher boost this time as I was not able to last time due to my 650cc injectors.

 

From reading I was under the impression that it just needed to be with in 3". I have never ran these and Im wondering if you ever ran further than 1" how much did the accuracy range change or just a wider range of overall temps? Thanks.