Every EGT temp I ever talk about will be pre-turbo. Post turbo, the discrpency is so great its not reliable if you are pushing performance. With a small housing and lots of fuel +500 degrees difference between pre and post turbo is not unusual. Its better with stock fueling but who has that anymore?


For the most part you will see 100 degrees or less difference across all the cylinders. MAYBE 50 degrees hotter as an average on the back cylinders. Most of us run the probe on the back 3 to get the highest temps.

Just remember what we are looking at for EGT's gets dramtically effected by timing. The reason why the newer trucks see so much more temp is the timing is way retarded and a lot of the heat is being ejected from cylinders before they have a chance to heat soak.

A 12V or 24V will have timing already advanced and thats where the 1250 all day is really applicable. This range is for 12/24V but is still apllicable IF you are running advanced timing:

Up to 1250 - constant duty

1300 to 1500 - 3 minutes out of 5

1500-1800 - 1 minute out of 5

1800 plus - 30 seconds to Chernobyl


Retard the timing to the range of the stock CR setting and you should be able to add 100 degrees, 150 if you feel lucky, to alll the numbers and be relatively safe.

You really have to understand your power adding boxes and changes when it comes to gauging the impact. Been more than few running 1200 degrees constant with advanced timing have melted pistons due to heat soaking the cylinders. The 600 series engines are even a little trickier as the pilot event is extended and the main event either extends under load or the ECU adds a 3rd event. (Thats another whole discussion the jury is still out on)

Hope this helps clear the smoke a little.

 

That is what I figured, but now I know for sure! Thank you so much.