EGT is always lower the further you go away from the port.
EGT should be limited to design limit. On VAG using the factory sensor it tends to be around 950-980C.
With these EGT's components usually last through the warranty mileage of the car, however factory calibration is emission/consumption-first.

On OEM quality parts I would not worry at all about 900C EGT in turbine housing.

Sure, with hotter EGT's things wear quicker, but components have temperature design specifications for a reason.

You have a narrowband EGT sensor...It's only going to tell you if temp is over 945C unless you have fitted RS6 units.

Thanks for your opinions guys! Really helps.


I've seen some claims that turbo inlet temperatures is generally slightly higher than egt temps measured in a single runner. Albeit it's further away from the exhaust port, they all converge at the collector so there's more backpressure and the sensor sees continuous gas pulses from each firing event across all 4 (baby 4 cylinder here ), rather than the sensor in a single runner which would see the pulses less often.

Seems to make sense in theory, but theory never always reflects what actually happens.

950-980c is quite high! I think I'll leave it as is for now then, head for more boost/leaner afr when the hotside is ported and wmi is installed.

Correct me if im wrong..  Internals like valves and stuff are protected by dumping alot of fuel.. But the down side with that is that the turbo and the manifold will be set on fire instead. You kinda pushes the problem further down the line. To balance this up you need to add ignition to also burn the fuel but then you are playing a danger game with the knocking.  I think i have read a post with Fotis saying that you need to add fuel and give mor ignition and lower boost to get it balanced.

You are wrong.

There is no combustion taking place in the manifolds in that scenario.