HIGH EGT's NEED HELP!!!! Long!

[turborevolution]

Ok, yesterday I was looking for a boost leak and I pressurized the system with 20psi, didn't have a boost leak. After that I drove the car and egt's were about 100* higher than normal and I was driving normal, not fast or boosting much at at all. I figured maybe it had not cooled down enough from earlier driving. Now this morning I get in the car and go for a drive, nothing bad, little bit of boost and my egt's were slowly creeping up. My egt's at regular driving usually get to 800, my probe is in the o2 housing thanks to a dumb mechanic. Now I kept watching it today and it went to 900* and by the time I got home it had got to just over 1000*. My coolant temp guage is reading normal as always. What would cause the egt's to go up under normal conditions. When it starts to go higher than normal I can smell like there is something burning. The EGT probe in pretty new so I know that it isn't going out. It reads in Farenheit. I went to do a compression check today and the comp is good 150 across, but when I pulled the plug closest to the passenger side, it was covered in oil, on the top of the plug and wire boot and the bottome of the plug all over the electrode. I am going to go get a new VC gasket kit and change it. Could the oil on the plug cause high egt's? The cover must have been on its way out and the 20psi during the test yesterday killed it, I found a few leaks around the cover. The valve cover seems to be leaking pretty bad on the cam gear side and rear, the half moon area is leaking as well. These are new leaks...I guess from the test. My main consern is the high EGT's! I forgot to mention that I noticed oil had sprayed up onto the hood.

 

[turborevolution]

Nobody got any ideas?

 

[Dieselboy]

Leaking oil is not going to cause your EGT's to climb, however you should adress the fact your leaking pretty bad and seal up that valvecover.

1000F is the average EGT temp after warm up, 1350F is average cruising EGT temp, and anything around 1700F+ is considered high. However, your temp reading is obviously going to be different in some way because of where your probe is mounted (whether its a 300F+ difference or not, I dont know). However, I would pull the probe from your DP, weld the tap shut, and mount it in the proper location which is about 6" from the exhaust point of entry in the hottest cylinder (which is cylinder #1, the farthest to the right near the timing belt and PS pump).

 

[Mackzero]

I agree, you need to move that probe. I see 1400 deg as soon as I get on the gas, and normal driving is easily 1200+, just move the probe and I am sure your temps will around what everyone elses are.

 

[turborevolution]

My point of asking is, the probe has been in the o2 housing for a month and a half and sat at 800*f under normal driving, now after I did the intake leak test it climbs to 1000* and slowly keeps going. What would make the egt's all of a sudden rise like that?

 

[Jafro]

I bet you blew the vacuum hose off of your fuel pressure regulator. That would keep it from raising your fuel pressure with boost, and cause you to run lean. Just a guess...

 

[99gst_racer]

However, I would pull the probe from your DP, weld the tap shut, and mount it in the proper location which is about 6" from the exhaust point of entry in the hottest cylinder (which is cylinder #1, the farthest to the right near the timing belt and PS pump).

Actually, to be specific, Autometer states to mount the probe 1-2 inches from the turbo in the #1 runner in the manifold. They said having it after the turbo can cause it to read 75-200 degrees off.

 

[Dieselboy]

Actually, to be specific, Autometer states to mount the probe 1-2 inches from the turbo in the #1 runner in the manifold.

Take a look at the manifold, 1-2 inches from the turbo is about 4-6 inches from exhaust point of entry.

You must be logged in to view this image or video.

 

[Jafro]

The #1 runner may be the last runner to get fuel, and thus, supposed to also be the lean one... but flow bench testing has proved that there's a high-pressure zone on the #2 runner. This information leads me to believe that the #2 runner can deliver more air than the #1 runner... potentially making the amount of fuel delivered into the #2 port insufficient, and leaner than the #1 port. This was discovered on a 1g intake manifold, and I'm not sure if it applies to 2g's as much, but it probably does.

I tapped my EGT into runner #2. In either case, I think the EGT gauge would be pretty accurate. I haven't had a single problem with it, and I've pushed EGTs pretty high on several occasions. I'm less worried about this now that I've installed a fuel system that can flow 10 liters per minute, but airflow is what can potentially make #2 lean, not fuel.

Maybe there's a die-hard drag racer on this board that wishes to comment on his 4-EGT gauge setup, and which one ran the hottest.