I just bought one of these to ease tuning with alcohol. O2 works ok with gas but I think this will help more and it records the run

IF you are using an infrared exhaust temp gun to check the headers;
Do you check it right after you make a run?
What RPM do you check them at?
What header temp would be ideal for the perfectly jetted carb?
I am assuming there is a percentage you want each header tube to read in relation to the other header tubes?
How do you use yours?
thanks
Jerry

pitts is this for the new small tire car if so, what fuel r you planning with nos?...........Thaxs

Is it still a good indicator to use for cylinder balance/distribution?

More forgiving in what way? Rich is rich and most alky guys run their stuff WAY rich. It just doesn't show up on the plugs or out the exhaust as being rich

I always hear that, but I don't buy it. From my own experience and observations, a PROPERLY TUNED alky car is no more forgiving of weather than gas. Meaning if the tune is spot on, weather affects both, but as stated, most alky tunes are not sharp.

Good friends with Mike Laws, owner of BLP. His sentiments are the same as mine

When I have a engine on my dyno, I DO NOT use EGT’s to tune a engine. I use BSFC and O2 sensors (with ALL fuels) but even with that, I pull the plugs ever time I make a timing change. I use EGT probes to tell fuel distribution and other things, I never use or heavily rely on EGT as A/F Ratio determination
Using the EGT probes for fuel distribution studies is their greatest value.
You can't ask some other racer what EGT is best for you .
example= no matter how well you tune a 9:1 normally
aspirated engine, its EGT's will be higher than a similar
properly tuned engine with 15:1 Compression Ratio .
....no matter what you do , the 9:1 CR engine is going to have
higher EGTs because it will waste heat out exhaust more than
a 15:1 engine, or any CR higher than the 9:1 CR reference point .

If you asked a group of racers that all had their engines
perfectly tuned and maxed out with the best possible ignition
timing curve and A/F Ratio ....
one racer might say 1350 deg F ,
another might say 1250 deg F ,
another might say 1150 deg F,
another might say 1050 deg F
.....they could all be correct and have the very same A/F Ratios
.....the varying EGTs depending primarily upon Compression Ratio,
Volumetric Efficiency percent % , Combustion Chamber/Piston
top design and camshaft design.

Another thing you have to watch out for is
where are you placing the EGT probe??
1-at 12 o'clock or so ...
2-How far away from heads exh port flange ???
3-How deep is the EGT probe protruding into header pipe diameter ????
4-EGT probe type and response time

all these factors greatly influence EGT temps making
it very much impossible to directly compare EGTs between racers
if no standards are set to probe placement

So basically , if you walk around the pits at a National Event
and ask the SS racers that have CR from 9 to 11:1 mostly ,
they'll tell you 1250 to 1350 EGT and maybe a few at 1450

you ask the ProStock and Comp guys with 16+:1 CR
they'll tell you 1000 to 1150 deg F
maybe some of the very large Mountain type engines
with HiCr tell you 850 to 1000 deg F EGTs

Hi Compression Ratio = Lower EGT temps

Lo Compression Ratio = Higher EGT temps

Correct ignition advance(32+ to 40+ ign deg range)= Lower EGT temps

Wrong ignition advance ( below >25 or so deg range)= High EGT temps
..... burn slower and later in stroke , continuing to burn
while exhausting and if severe...cycling/snowballing into rising
coolant temperatures, preignition, then detonation.




bottom line is you need to tune your car by reading plugs and adjusting from there.


Joe

sorry for the rant