Return-Path: Received: from imo21.mx.aol.com ([198.81.17.65]) by truman.olsusa.com (Post.Office MTA v3.1.2 release (PO203-101c) ID# 0-44819U2500L250S0) with ESMTP id AAA16902 for ; Thu, 12 Nov 1998 10:58:10 -0500 Received: from ReganRanch@aol.com by imo21.mx.aol.com (IMOv16.10) id 8VRDa23884 for ; Thu, 12 Nov 1998 10:56:05 -0500 (EST) From: ReganRanch@aol.com Message-ID: Date: Thu, 12 Nov 1998 10:56:05 EST To: lancair.list@olsusa.com Subject: EGT and TIT X-Mailing-List: lancair.list@olsusa.com Mime-Version: 1.0 <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> In a message dated 98-11-12 03:08:53 EST, Marv asks: << While we're on this topic I have a question for those of you out there running turbo systems... is it typical on a turbocharged installation to include sensors and gauges for both EGT and TIT? Either way, what are the advantages/disadvantages to having either or both on a turbo'ed powerplant? >> I use EGT (and CHT) to monitor the engine mixture/cooling balance. I lean the engine to the TIT as it is an average of all the cylinders. EGT and CHT are well matched between cylinders in my IV-P, the result of about two dozen test flights tweaking the baffling. Brent