924Board.org

[924-76]

Since the A/F ratio as a large influence on the exhaust temperature, I figure it would be a good tuning and monitoring tool.
My problem is that I don’t have a clue where this temperature should be. I’m planning on mounting the probe (clamp style)
about 2-3” from the head on the #2 runner, it’s the easiest one to access without taking the engine out.

Anyone know what is the proper EGT reading for the 924 N/A?
Anyone as one? What are your data?
Any suggestion?

Thanks
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1976 924 N/A ROW SOLD
1980 931S
1981 931 Part car RIP

[Rich H]

Yes, use a lambda probe?
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1994 Lotus Esprit S4 - Work in progress...
1980 Porsche 924 S2 DITC Turbo - Original spec
1978 Homo-Sapiens - Tired spec
1953 Landrover S1 - Pensioner Spec

[924-76]

What do you meen by lambda? O2 sensor?
_________________
1976 924 N/A ROW SOLD
1980 931S
1981 931 Part car RIP

[Rich H]

I know nothing about EGT but a wide band lambda probe will give you AFR directly and in (virtual) real time on a dash gauge.

However.... Without EFI you can basically do cock all about it really, BTDT (and fitted EFI )
_________________
1994 Lotus Esprit S4 - Work in progress...
1980 Porsche 924 S2 DITC Turbo - Original spec
1978 Homo-Sapiens - Tired spec
1953 Landrover S1 - Pensioner Spec

[924-76]

I’m just trying to find a cheap and good way to tune and monitor the car.
Wideband O2 is far from cheap.

The car run great but I just don’t know if it’s running too lean or not and I don’t want to pull the spark plug all the time.
I’m also planning to have a low cost O2 narrowband. Both together should give me a good diagnose at a good price.
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1976 924 N/A ROW SOLD
1980 931S
1981 931 Part car RIP

[pocketscience]

[924-76]

The JAW project look cool but I would not trust my self to do something like that;
I just don’t have any experience and knowledge in that kind of stuff.

Anyone know what is the proper EGT reading for the 924 N/A?


Thanks
_________________
1976 924 N/A ROW SOLD
1980 931S
1981 931 Part car RIP

[Fifty50Plus]

Part of the problem with an EGT probe is the location. The further from the valve face, the cooler (relative) the gasses. Another problem with the EGT is that it reacts slowly so you will need multiple seconds of WOT to get a good reading on the guage. It's useless for cruising at part throttle. I used to get readings in the 1200 to 1250 degree range at 15 inches from the valve face for an ideal mixture. If the temps got over that, I was running leaner that I liked. On a cool off lap, the guage would read around 600 degrees.
Go with an O2 sensor...
Chuck

[924-76]

Thanks for the info.
_________________
1976 924 N/A ROW SOLD
1980 931S
1981 931 Part car RIP

[flosho]

A quality pyrometer(EGT) will cost you $150+ and a quality wideband air/fuel gauge will only be another $50-$75 more and much more understandable.

EGT is a good tuning tool for people that are REALLY concerned about tweaking every last bit of the engine.

For most street car tuners and more daily driver/tinkerers.. a wideband gauge is a better solution.

I recommend the AEM UEGO.. It's all contained within itself, standard 2-1/16" gauge face, with interchangeable colors/bezel.

If you don't want a round gauge, the PLX brand would be a good device for the glove box or center console(although harder to see).

If you are really looking for a lower cost unit, the Innovate LC-1 wideband kit(no gauge, need laptop) is only $170 and works with a lot of other tuning equipment/emu but also stand-alone on its own, but like I mentioned, there is no gauge at the lower price point.
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