I fly behind an O-200 with a four position EGT and four position CHT.

In general, I find cylinder number 3 is the hottest EGT reading and number
2
is the coolest...but number 3 IS NOT the leanest...this normally is number
4, the one that hits its peak first.  It is a common misconception that
the
hottest jug is the leanest...not true; the leanest is the one that hits
its
peak EGT first as you lean the mixture, even if that peak temperature is
lower than for another cylinder in the stack.

For my CHT, number 1 and number 4 are about the same (I see 350 degrees
CHT
on both with 325 degrees on numbers 2 and 3...with a little variance due
to
OAT changes).

My jugs are Millenniums set at 28 degrees timing and the baffling is very
tight. EGT/CHT varies from engine to engine so you really must use such
info
only as an indicator...testing your own system is really the only way to
do
it right.  The cost of a 4 position EGT is really not all that much more
than a single probe model...Westberg makes a good, reasonable unit that
goes
from a single to a four way with the addition of three extra probes and a
rotary switch.

John Olav Johnsen
Ercoupe 415-E   N94783   s/n 4894
Albuquerque, New Mexico

-----Original Message-----
From: Ed Burkhead <[EMAIL PROTECTED]>
To: Coupe-list <[email protected]>
Date: Thursday, December 30, 1999 5:14 AM
Subject: Re: [COUPERS] CHT/EGT


Dick responded to the question (I think) of which cylinder is hottest.

Can others give this response, too, please?  When we put my single probe
egt in the plane, they wanted to know which cylinder is the hottest and
does it change with power, speed and outside air temperature.

Could those of you with four probe instruments give us what you can on
this subject?

Dick Chevalier wrote:
>
> Right front for EGT.  1400.  Right rear CHT.  375-400.
> Dick in NM

--
Ed Burkhead
Peoria, Ill.
Ercoupe N3802H, 415-D

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