EGT gauge..

anybody use one? what cylinder did you install it in? I was assuming #1, as it gets the leanest with nitrous.

thanks.

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-94 Black T-Topped Z28 M6, 10s, and daily driven!
-96 CBR F3, modded of course
-92 Talon Tsi AWD, also too many mods..
-99 Tony Kart :)
http://www.fastblackcar.com

Yeah, number one, fairly close to the exhaust port.

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95 Z28
t88 buildup in progress
700rwhp or bust
Was heads+cam+nitrous.

what's an EGT guage?

Anyone know how much of a temp. diffrence it would be between the temp. at the primary tube and temp at the collector?

Scott

<font face="Verdana, Arial" size="2">Originally posted by Slow95T/A:
Anyone know how much of a temp. diffrence it would be between the temp. at the primary tube and temp at the collector?

Scott</font>

Id imagine quite a bit of difference.

I know that with 3rd gens since we dont have heated o2 sensors, if we upgrade to long tube headers it is a good idea to upgrade to heated o2 sensors as well because it takes longer for the o2 sensor to heat up being down in the collector and can run rich for extended periods of time on start up.

I would think that the same concept applies here.

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-Curt Ailes
86 IROC w/ T88 Turbocharger
http://www.hustonstreetracing.com

the EG temp would be useless at the collector.. it needs to be as close to the port as possible..
Jesse-
I assume you have figured it out via context, heh.

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-94 Black T-Topped Z28 M6, 10s, and daily driven!
-96 CBR F3, modded of course
-92 Talon Tsi AWD, also too many mods..
-99 Tony Kart http://web.camaross.com/bb/smile.gif
http://www.fastblackcar.com

[This message has been edited by JordonMusser (edited July 17, 2002).]

On a standard SBC , 2 1/2" from the header flange on the #3 cyl. On an LT1, since the intake distribution is a little different, either #1 or #3 would do the job.

BTW if you just look at the programming from the factory LT1 PCM, #1 runs the leanest by design.

Jose

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97 SS #1500 T-76 383
88 Supra Turbo CT-26/T04
87 Buick Grand National T-70

[This message has been edited by JZ 97 SS 1500 (edited July 17, 2002).]

Jordon, yup, I pulled my head out of my ass, much easier to understand things that way...

Anyway, hows the new setup coming?

I have mine in the number one.....

spark- what kind of temps you seeing.

my new setup is coming along slowly.. but surely. t-trim/forged 355 etc

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-94 Black T-Topped Z28 M6, 10s, and daily driven!
-96 CBR F3, modded of course
-92 Talon Tsi AWD, also too many mods..
-99 Tony Kart :)
http://www.fastblackcar.com

<font face="Verdana, Arial" size="2">BTW if you just look at the programming from the factory LT1 PCM, #1 runs the leanest by design.</font>

Oh, how's that? Please explain your reasoning.

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I'll be back

If you look at the cylinder balances from factory the engineers took into account that the #1 cyl ran the leanest.

Jose

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97 SS #1500 T-76 383
88 Supra Turbo CT-26/T04
87 Buick Grand National T-70

Ive always hurd that LT1s blow the rear 2 cylinders first, well maybe thats just with blowers. All the LT1's with blowers around here blow 7+8 gaskets first, but I have always hurd 1 on the sbc.

7&8 prob get blown easiest cause the air is being forced to the back of the intake and creates a high pressure area (all be it not huge diff but still) So that is why i would think the 7&8 lean out and blow.

why not just get all 8 egt'd and call it a day http://web.camaross.com/bb/biggrin.gif

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383 Inches of stroked turbocharged fun.
If one is good shouldnt 2 be great????? :D:D:D
TURBO=TORQUE
TORQUE=FUN
Ask me about Burhead Headers If you are gonna use them
My Car (http://groups.msn.com/Zturbo)

with an NA motor, the front are leanest.. I suppose your thinking could be correct for a FI motor.

8 EGT = money http://web.camaross.com/bb/wink.gif

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-94 Black T-Topped Z28 M6, 10s, and daily driven!
-96 CBR F3, modded of course
-92 Talon Tsi AWD, also too many mods..
-99 Tony Kart :)
http://www.fastblackcar.com

<font face="Verdana, Arial" size="2">If you look at the cylinder balances from factory the engineers took into account that the #1 cyl ran the leanest.</font>

Jose, I realize that. My ? is in regards as to what rpm are talking here. GM basically 'tuned' to a specific rpm range. What range do you think that is? Remember, they have clean emissions in mind. Just because is is lean at idle/low rpm doesn't mean it is running lean at higher rpm. The calibration bias doesn't necessarily remain constant throughout the rpm range, does it? So, back to my original ? Does it really run lean? I'd be more concerned if it is lean at higher rpms. Is it? BTW, I'm confident it is not by design per sae, but by engineering compromise/fault. No?

[This message has been edited by arnie (edited July 19, 2002).]

I know this is an old thread but I didn't see a firm answer as to which cylinder. I was doing a search and am still not sure whethe to put the EGT in the #1 or #7/8? Did I miss something, I am still searching.

http://www.westach.com/images/showcase/3DC2-1-Dual_EGT.jpg

I saw the multiple ones after I had already ordered the single. I may go to multiple ones later. Some of the response on a couple of different threads that I have posted on have given have contradicted each other. Some say cylinders 7 or 8 others say 1 or 2. I'm confused. :confused: I know that before when running N/A and with nitrous that the front plugs showed to be the leanest on mine.

Originally posted by zturbo
7&8 prob get blown easiest cause the air is being forced to the back of the intake and creates a high pressure area (all be it not huge diff but still) So that is why i would think the 7&8 lean out and blow.



#8 would be more likely to go out due to lean conditions if someone is still using the stock fuel rails as the stock rail leave alot to be desired for high horsepower applications.

I'm thinking about doing one of these also and am interested in a final verdict on where to put one.

I'm leaning towards #1 ;)

Marc