The only "normal" that's important at is the upper end. My opinion is that 900 sustained is the upper limit for a strong engine, with short spurts to 1150 when honor is on the line... but only for engine in good condition. The engineers from our truck's era used to say that 500 degrees at cruising speed is a sign of optimal efficiency. Seems reasonable since most of them run around there when they are set up well. Mine does. The point Gandalf makes about pyro accuracy is a very, very good one. When you only have one on one side, and considering there can be variances in temp from cylinder to cylinder and bank to bank, you want some safety factor. For that reason his 1100 max is a good one to shoot for... again for engines that are up to it. On an NA engine if you have a clean air filter, timing set right and an unplugged exhaust, you set the fuel rate so it doesn't climb to the designated maximum too quickly under load and smoke too badly. Everything else below that pretty much sorts itself out. I only drove mine NA for a few months in 1987, but it's basically the same for a turbo. I had a 6.2L GM in a Blazer that I ran NA for about 3 years with a pyro and it was REAL easy to get carried away with the fuel and make it smoke like a coal-fired locomotive (for no gain in performance, I might add) and develop terminal EGTs quickly.
