After hurting a cylinder on track due to a dyeing fuel injector. New block & EFR turbo needed..... I decided to try out individual cylinder EGT. The timing was perfect as AMP/EFI was just in development of their complete new EGT module and 4 channel kit.

Was very hesitant about drilling and tapping my unobtanium Trackspeed turbo manifold, but what the hell.

Even with a milling machine, drilling and tapping work hardened (whatever hard *** SS this is cast out of) was a PITA. The manifold had plenty of meat to tap after indexing, drilling and counter boring, but wow it was seriously hard material.

I mounted the 4 - 1/8" K-type probes (different from kit) with a 6mm insertion depth and safetied lock nuts. Used some EMI wire flame shield I had on hand "although probably not needed" with the included shielded probe wire.

Made up a shielded harness to a bulkhead connector and passed through one of the old AC firewall holes. Mounted the Quad EGT module below the dash on the tunnel & ran wires for CAN - power and ground through a CAN bus splitter/connector for convenience.

I am able to run both my AIM Solo2 DL w Trackspeed CAN bus adapter and the AMP EFI EGT both through CAN BUS by disabling the resistor in the Solo2

Updated my firmware to MS 1.6.1 and followed instructions. Instantly I had 4 channel EGT that actually works.

Now I need to learn how to work on individual cylinder trims, as 2-3 run 100*F hotter than 1-4. (Any advice would be appreciated.)

 

Before you do anything else, swap the sensors around to make sure the sensors and/or the inputs themselves are not mismatched. I don't know if the AMPEFI module has cold junction compensation (it should) but whenever I see non K-type connectors on EGT modules, I am a little worried.

 

If I had anything to offer up I would. Otherwise, I'm just going to say DAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAMN.