This situation can be particularly dangerous because excess heat will quickly build in the motor while temperature readings after the turbo will seem almost too cool. If the turbo is a restriction, excess heat will build before the turbo as hot exhaust gas backs up, while post-turbo EGT will be much lower – resulting from the reduced exhaust flow which cools even faster than it would in a balanced system. Also, depending on the power upgrades you have made, the turbo itself may throw off the accuracy of a post-turbo reading. This discrepancy can be as much as 250 degrees, which is far too big a margin of error.
Putting the probe after the turbo can create inaccurate readings because the exhaust gas will cool as it travels farther away from the manifold. When used in conjunction with the Juice, this is of particular concern since the module needs to be able to de-fuel as quickly as possible to reduce EGTs when needed. If the probe is mounted far away from the manifold, the lag between when the probe will register an increase in temperature, compared to the reading if the probe was placed in the manifold, can result in misleading EGT numbers. There are two reasons for this: response time and accuracy. The ONLY correct position for the EGT probe is before the turbo in the exhaust manifold. Just so you know, at Edge, we only use rear-wheel horsepower numbers and we tune all our products to provide maximum performance in the most useable part of the power band. Before getting mesmerized by that 100hp claim, look at a before and after dyno graph and see if the gains are really where you drive. What you should be interested in is usable power gains in the low and mid-range. Who cares if all your power gain comes after 3,000 RPM? When do you ever cruise on the highway at redline? (Certain Edge engineers, who are now strictly forbidden by our insurance company to drive company vehicles on public roads, being the exception). The second popular method of “super sizing” horsepower claims is by quoting horsepower gain numbers based on some totally unusable part of the power band. This means someone claiming a 50 horsepower gain at the flywheel is probably only making about a 35 horsepower gain at the wheels. A typical truck uses about 30% of its power turning the gears, driveshaft, and other components that sit between the flywheel and the tires.
What you really want to know is horsepower gains at the wheels.
But in fact, your crankshaft is connected to other components, like your transmission, for example, that act as a parasite and reduce power. If your crankshaft was connected to the road, this would be great a number to know. The most common example of this is flywheel or crank horsepower claims vs. When it comes to horsepower claims there are many people in the industry who state horsepower and torque gains using methods that while accurate, are not particularly relevant to what the enthusiast is looking for in an upgrade.
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