From my experience, EGT's on a naturally aspirated engine tend to run much higher than a turbo model. I used to tow regularly with my '81 C20 that I swapped in a 6.2L N/A, with Lee Swanger exhaust mods that allowed full 2.5" dual exhaust from the factory manifolds back. I even towed my 5th wheel to the DP Rendezvous in Ohio back in 2001 with this rig. At the time, it was not unusual to see 1200* to 1300* EGT's while towing, with spikes to 1400* on long grades. When I first installed the Pyrometer, it scared the willies out of me, but I soon learned the engine was quite happy at those temps, and no damage seemed to result, even after several years of towing.
I installed a turbo on the same engine with no other mods, and EGT's immediately dropped to a max of 1050* due to the turbo pushing more air through the cylinders.
My opinion is that EGT's are not that critical on a N/A engine, due to lower cylinder pressures. I don't think you can add enough fuel on a N/A 6.2L to cause damage from EGT's. It's only when you add a turbo and increase fuel that problems start to arise. At least that's my opinion based on my experiences!
Casey
1995 K1500 Tahoe 2 door, 6.5LTD, 4L80E, NP241, 3.42's, 285/75R16 BFG K02's; 1997 506 block; Kennedy OPS harness, gauges, Quick Heat plugs, and TD-Max chip; Dtech FSD on FSD Cooler; vacuum pump deleted, HX35 turbo, Turbo Master, 3.5" Kennedy exhaust, F code intake; dual t/stats, HO water pump, Champion radiator; Racor fuel filter