EGT Question

SILVERZZ28 · 07-15-2002, 11:29 PM

I know on most carb. small blocks the hottest temp is #6 but what about A EFI LT1 ?

I am about to put a gauge on my car and was wondering which clyinder. I would assume not 7 or 8 !

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http://www.geocities.com/silvercamarozz28

SILVERZZ28 · 07-17-2002, 11:54 AM

I can't believe nobody knows this???????????????????????

Injuneer · 07-17-2002, 12:00 PM

I've got mine on #7, but only because that's where the bung was on the "used" headers. They were off a fairly potent blown EFI LT1.

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Fred
94 Formula A3: 381/TH400/N2O

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11.513@115.59 on motor; 11.162@127.67, 1.643 60' on a 125-shot. Going with a 275-shot this year

SILVERZZ28 · 07-17-2002, 12:05 PM

Thanks for the info. What kind of temps are you seeing N/A and N20. I have a similar set up.

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vtech95z · 07-17-2002, 03:37 PM

I've heard a few people running them on the #1 cylinder on LT1's.

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396 Blown Stroker in the process.

KTamez · 07-17-2002, 03:43 PM

I'm considering adding EGT Bungs to all 8 cylinders before I coat my headers.. That way I can run a DataLogger and view all 8

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Kurtis Tamez
LT4-396.com
97 Z28 LT4-396
94 Firehawk LT1-396
Team NW F-Body

Injuneer · 07-17-2002, 04:11 PM

Tom Byrne picked up an 8-channel EGT monitor/recorder from an airplane engine, and put it in his girlfriends LT1.

http://www.tbyrne.com/z28/etg.html

I'll pull some logs up when I get home from work and post the typical NA and N2O temps.

Fred

SILVERZZ28 · 07-17-2002, 04:34 PM

I would think that the (2) back cylinders is not a good place for readings due to the poor airflow on the intake? That would be 7,8

Joseph Overton · 07-17-2002, 04:47 PM

#5 and #6 are typically the hottest

Injuneer · 07-18-2002, 09:56 AM

I looked at some of the logs... hard to generalize, since there are always some differences in the setup. Running one stage (125HP) of juice, and knowing it is set up rich, the end of track EGT's seem fairly consistant at 1580degF. I found one run where the bottle was way too low, and EGT tailed off to 1,423degF by the end of the track, as bottle pressure disappeared.... a fuel "quench".

I only have one log with the full hit of nitrous (275HP), and it was running lean because of TPS voltage problems, and peaked at 1,634degF before I realized it wasn't right and got out of it. I could only find one NA pass, and that showed 1,590degF at the top of 3rd gear - when the car was still an M6.

Interestingly, during the engine dyno tune pulls we (actually the guys at Second Street) couldn't find any maldistribution of air on the NA pulls, or of the air/N2O on the nitrous pulls. This is a dry system, spraying through two fan-jet nozzles in the outlet of the Ram Air airbox. The plugs seemed extremely uniform, and it was not necessary to use the individual cylinder fuel trims at all. As much as I hate the CNC Cylinder Heads, Inc. exhaust porting, they seemed to have a pretty good handle on the modifications required to the LT4 intake to get good results.

Fred

[This message has been edited by Injuneer 94FormM6 (edited July 18, 2002).]

Joseph Overton · 07-18-2002, 11:08 AM

Fred Your living on the edge my friend 1450+ is lil high..1590 is right at molten piston stage...Try adding some fuel might suprise you

I assume this is on pump gas but even still its some high recall readings you have..Are you sure its not detonating?

[This message has been edited by Joseph Overton (edited July 18, 2002).]

SILVERZZ28 · 07-18-2002, 12:17 PM

I have heard of blower cars reading 1500. They did say that was to high for that car too.

So I should stay under 1450? N/A and N20

Joseph Overton · 07-18-2002, 12:54 PM

Yes Ideally "below" 1450 for n/a and n20 as well..ideally n20 being a lil cooler than your n/a reading.