Yes, perhaps. Yet, after the higher combustion temps finished the pistons and/or rings off, we now have lower combustion temps due to the loss in pressure during the compression and power stroke. So, after the damage we have lower EGT's. I'd refer to my long winded theory as to how we got very increased combustion temps with lower EGT's as a function of the presumed advanced IP Timing. Now, even after the piston/ring damage the damaged portions served as hot spots to effectively ignite all the fuel & we see no exhaust smoke. I think (I guess) that previously described faults that result in an early start of burn BTDC could very well have much of this heat removed from the cylinder volume resulting in EGT's lower than 900F (even if flash combustion temps are as high as 1500F. I think the concept of "flash temps" is important and we need to measure the average peak temp over a time period, say one half of one degree. In old Detroit Iron engines of the 60's, say the 426 Hemi or the earlier 413 Stage 3 Max Wedge, combustion temps peaked at around 4000F, hot enough to melt the cast iron head, but the key is that the 4000F is a flash temperature seen for around one millisecond or less, so no melting, just a lot of heat transfer to the block, out the exhaust or pushing the piston down the power stroke.