hey guys i wanted to know were you guys installed your EGT gauge probe? im hearing conflicting information , some say on the manifold , some say on the Y pipe. some say because you want to be as close to the engine as possible, and then some say you need to measure the temp over all 6 cylinders.

can someone shed some light?

I just talked to my engine builder tonight. We are going to use two EGT probes. One on cylinder #1 and one on cylinder #5. Both 1 inch from the exhaust ports. That is the most accurate way period.

is your manifold stock? and are you going to drill if it is?

1" from the head, in every cyl if possable - that way you can see if one cyl is running lean.

if you know that you particular motor runs lean on, say cyl 5 - then make sure you measure cyl 5.

Using exposed tip probes is also best. They respond much faster than shielded tip probes, but are not as durable. I have used both and can attest to the difference in response.

You can buy multiple position switches from aircraft companies like Aircraft Spruce and others so you can run multiple probes and one guage. You can also buy multiple readout guages from aircraft companies.

I agree with the location at 1 inch from the port. I had my best results with this location, after trying before the turbo and after the turbo on another brand of car.

Philip Bradley

is your manifold stock?
Well I would think you are worried about EGTs if you are turboed which means manifold is not stock. Yes, drilling holes is how you do it.

Well I would think you are worried about EGTs if you are turboed which means manifold is not stock. Yes, drilling holes is how you do it.

sorry i was a bit drunk on that stupid question. ok this is all awesome infomation thanks guys.

sorry i was a bit drunk on that stupid question. ok this is all awesome infomation thanks guys.
No problem at all. Yeah sometimes 1 cylinder can be much different than the rest with EGT. Now, just to let you know, obviously the EGTs will be much higher in this location rather than in the downpipe after turbo like a lot of guys locate the probe. There I had seen average 1250-1300 during long highway pulls but a friend of mine has his 1 inch from the exhaust ports and sees more like 1400-1600 during long pulls which he is not worried about. As you might have read, the more you retard the timing, the higher the EGTs. My friend has 9 degrees of timing which is pretty low for a race tune. Just to compare, an aggressive tune would be more in the high 20s or around 30 degrees of timing. This will create lower EGTs but now the engine may be in danger due to knock. Obviously with pump fuel these numbers are much lower. So it is a careful balance. Now that is just timing, fuel is another issue but that is more easily balanced by AFRs with a Motec Lambda L1 bung sensor in the midpipe of the exhaust.

cool. so its ok to measure just a single cylinder? like i mean i only have the one sensor provided with the gauge and im really using this gauge as a warning light more than anything. with my supercharger i wont be doing much in the way of tuning or boost changes.

btw the gauge only goes up to 1600 is that sufficient?

cool. so its ok to measure just a single cylinder? like i mean i only have the one sensor provided with the gauge and im really using this gauge as a warning light more than anything. with my supercharger i wont be doing much in the way of tuning or boost changes.

btw the gauge only goes up to 1600 is that sufficient?
Yeah, it shouldn't be as much of a big deal with S/C. Just put it in the #1 cylinder runner 1 inch from the exhaust port and that should be fine.

thanks for your help Cameron.


-Mark

sorry for noob question, but is an EGT probe necessary for FI? Does it hook up to the EMS?

How bout wideband O2 bung location?

when get the wideband and emanage in, could I delete the stock O2 sensor?

How bout wideband O2 bung location?

when get the wideband and emanage in, could I delete the stock O2 sensor?
Usually the midpipe is where I have seen it most commonly placed. Not exactly sure about a constant wideband location but definitely for a Motec Lambda L1 to be plugged in for dyno runs and street runs so I guess the same location should be fine.

sorry for noob question, but is an EGT probe necessary for FI? Does it hook up to the EMS?

I run a spa EGT gauge with a warning light. There is no EMS conection. The probe is in the manifold on my 95 s50 with a Eurosport Stage 1 Twinscrew setup. On the track during a DE, the throttle can stay pinned for up to 10 seconds (shifts excepted). My car has seen max temps in the 1600 range with no overheating. It is good to hear someone else is seeing these temps with no problems.

Randy

1600 should defintely be fine. At least you're seeing 1600. Some gauges don't even go that high.

I belive the reason most people put it in the downpipe is because it's easier. When you put it in a collector location like the downpipe you'll be getting the average temperature of all 6 exhaust cylinders which could skew a potentially dangerous cylinder into seeming as if it's ok.

Cameron, wouldn't havign a EGT sensor in each runner be better than just having one in cyl 1 and cyl 5.

And why would you say cylinder #1 is better location for an EGT than opposed to cylinder #6 which has a shorter runner?

Cameron, wouldn't havign a EGT sensor in each runner be better than just having one in cyl 1 and cyl 5.
Well usually you would only do one runner for one EGT gauge. If you have two gauges then you can run two. If you have something that can read all 6 then I guess use all 6. My tuner told me that usually 1 and 5 are the best to read off of but why 5 I don't know. 1 he said can usually be the hottest though. If you can run 6 EGT probes and log all 6 with the Tec 3 then I guess you can.

Alright then, put it in the #1 runner 1 inch from the exhaust port and be done with it. That will work fine.

I wonder why #1 would be the hottest? Wouldn't #6 be the hottest because it's the shortest? In reference to stock exhaust manifolds.


edit: I realized why your tuner said runner 5 instead of runners 2 3 and 4. It's because all our engines are four stroke cycles. So in sequence each cylinder would be at a different stage.

Example at random time:
Cylinder 1: exhaust stroke
Cylinder 2: intake stroke
Cylinder 3: compression stroke
Cylinder 4: combustion stroke
Cylinder 5: exhaust stroke
Cylinder 6: intake stroke

But now we have to consider that Cylinder 1 has the longest runner, correct? Come to think of it since stock exhaust manifolds (Furious has a supercharger) are two manifolds, which unner is the longest and which is the shortest? Cylinder 6 is teh shortest in his case right? And Cylinder 1 is the longest?

And in Cameron's case because he has a top mount turbo, Cylinder 1 is the shortest runner, and cylinder 6 is the longest, so it would be advantageous for Cameron to have his EGT probes in the cylinder 1 runner and his 2nd probe in cylinder 5 since both are on the same stroke.

Double Edit: A member on Bimmerwerkz brought up the topic of EGR and to what cylinder ours is routed. Do we have EGR's? Internal or external? Is it a bad assumption that ti would be on cylinder 6 on an i6 car given the location of cyl. 6?

I am hoping my setup would detect an overall lean condition caused by a fuel restriction/supply problem in time for me to shut down the engine without damage. The limitations of having only 1 or 2 probes is that if you have a injector malfunction or intake manifold gasket failure on a probeless cylinder e the gauge will be of no help. Until now I really did not know what temp to set the warning light to come on; 1700 seems reasonable based on what I have seen on the track.

Randy

every motor ever produced will have a lean pot.
the old 202ci motors were 2 and 5, if it went bang, it was always 2 or 5.

you measure the weakest link, and you save the chain - so to speak. :)

so whats the lean cylinder on the E36's? or the s50 to be more specific.

bump for answer to Eric's question.