The down-pipe?????? Or is that not a great idea?

 

I read mine right off the #3 cyl. on the header.

That's the one that blows up so I think it's a good idea but I'm no mechanic.

 

Yes you can read off the downpipe. But the temp difference from the downpipe compared to having it in the manifold is upwards of 200 degrees I have heard.

As far as Cylinder 3 being a bad cylinder... That is very debatable and many many people have been burning up number 4 ring lands. The thought is that since the turbo is there, there is extra heat on that cylinder. The reasoning for choosing #3 is because it's the last cylinder on the fuel rail, so it should be the leanest.


I say put the EGT in the uppipe and just measure the total EGT vs just an individual cylinder. I seem to recall my first Autometer was in #3, but now my Greddy is in the collector of my header.

 

I don't see the point of normalizing the readings (lumping them together). I'd do #4 near the exhaust port as it seems to be the new "hot spot".

What's the point of knowing your EGT if it's not telling you what's going on? (A general trend isn't good enough IMHO).
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Since it's the new "hotspot" whos to say that it's correct? Before everyone started burning up #4, people believed it was #3 since it was the last in the fuel rail. Remember the MR2 fuel rail. What a piece of crap! It's like thos whole debate whats better a stock clutch or an aftermarket one


Agreed. But tapping only one cylinder is a general trend as well.

Well need to just pucker up and buy a TEC III and have individual EGT's for each cylinder.

 

The #3 was the hot spot on the naturally aspirated EJ's... The #4 has always been the tube that goes down on the high boost boxers, AFAIK. I think it has more to do with intake manifold air flow than a lack of fuel. It also has to do with the rear cylinders being on the end of the coolant flow where things tend to puddle up in the cylinder head.

Figuring out which cylinder fails the most and putting the EGT probe on that cylinder isn't lumping things together. It's assuming that if #4 is cool (within spec) the rest have to be. Of course is something goes awry in another cylinder you won't know - but there's less chance of that than #4 running lean.

Just IMHO of course.
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what about #1? that seems to be the dead guy here in hawaii more than once .....

 

Ed (sub-sonic) mentioned that most (if not all) of the motors he's seen go at the dealership were #4.

A engine failure registry on another forum shows 90% fail in #4. The other couple are #1 and #3. Nobody has dropped #2 that I know of.
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Interesting discussion. The MR-2 community had the #3 cylinder being the weak link. Initially it was thought that the fuel rail was to blame, then the intake manifold and then cooling through the cylinder head was also looked at. IMO all 3 factors required some attention so I made a dual entry fuel rail, extrude honed the intake manifold and had the coolant passages enlarged on the head. I also looked into Evans NPG+ coolant (http://www.evanscooling.com) but the jury is still out on that one.

I will be installing a host of gauges before I start any major mods. I like getting baseline info on intake temp, EGT, boost, fuel pressure and oil pressure with the car still stock.

 

Wanta see who can be the 1st #2 go bad?

I just thought it would be cool to do the down-pipe and EGT together. But if it's not going to tell me what I want to know then F-it.