I'm going to **** on the fire and go way off topic from EGTs and recommend a 180 thermostat as well if you change it out, I do not think you should even bother changing it out.... the OE ford did not treat me well at 195 degrees, and the 180 was a blessing for heavy towing. Night and day difference, and a lot cheaper than the radiator I almost bought thinking mine was plugged. Shoot if you were closer I'd let you try the 195 yourself.

Rock on. The hostility is healthy

I will also agree coolant temp and EGT are completely irrelevant... just go do a thermodynamic evaluation on the diesel cycle and heat transfer with 8 cylinders surrounded 100 % by glycol or even water if you want to cheat. 1250 degrees as your temp and vary your coolant from 165-250. The difference is nill!

I would question the thermocouple to be honest if you cant hit 1100 degrees WOT in a tune towing up 70.... where are you located?

 

Where would you install a oil temp probe?

 

Darin, I think this is pretty spot on. I definitely mirror your last thoughts on IH. It's one thing to just have a daily driver going back and forth to work, but these engines under load need cooler EOTs, PERIOD. I am glad to hear you sustained 250* temps. Mine got to 240*when I had the famed 203*. Putting in a 180*from Riff Raff fixed all of that. I also think it's funny that jus t because someone is an "engineer", they are the know-all and be-all. I have worked with plenty of engineers who would overthink their way out of a cardboard box when you can just crawl out of the top. Make sense? Being an engineer does NOT mean that they understand practical use.

 

You wouldn't. Get a Scan Gauge or an Edge CTS Insight for engine monitoring. It plugs into your OBD II port. EOTs are one of the parameters the PCM monitors.

 

I wouldn't expected ECT to impact EGT. I would expect prolonged, high EGT's to raise the coolant, at least a bit. If the cylinder temps are 1100 rather than 800 for a long time, some of that heat has to transfer to the block. But that's all theoretical I suppose.

I was only doing about 60 MPH, and it was hovering around 750* going up an overpass I saw it climb to about 900* maintaining 60 MPH. The way its acting I can complete believe it would hit 1100 at 60 MPH on a sustained, slight incline. I hit 1100 pulling from 50 MPH to about 90 MPH dead empty, WOT.
I'm in Conroe, TX.

 

You are touching on a good insight to know. Sustained EGTs will definitely raise coolant temps. It's simple science really. What they will not do is overheat your ECTs, but will cause internal damage if sustained over 1300* for extended periods of time, say, 2-3 minutes? Not sure on that one.

 

As I understand it, our pistons are aluminum, which happens to melt at about 1250* EGT's there or higher for more than about 60 seconds I've heard, indicate comparable cylinder temps and can equate to melted pistons. That's pretty much a bad day..haha.

On a completely unrelated topic. I received my Baldwin PA2818 today.. that thing is MASSIVE.

 

I don't recall the pistons being aluminum.
I think you're referring to turbo parts melting at 1250.

But yes.
use what t-stat works for you.
Thats the end result.

 

LOL, YES the pistons are ALUMINUM

 

I'm basing a large portion of my knowledge on diesels, PSD's specifically, from this forum and a bit of google. Get it together guys... . But seriously, are they aluminum?

To the hostility... can't we all get along...

 

This has been brewing for years. I don't have another spot on my tongue to bit and let it pass by. I, like Darin, have always respected Rick's advice and opinions but enough is enough, sometimes the guy is just out of control!

 

How information is delivered can certainly impact how it is received. Sometimes more than the actual information itself...

 

I agree coolant will go up with sustained increased egts, more so due to the true combustion temperature within the cylinder.

Running over 1250 is not a good thing, but I do know many guys with 7.3s that ran there rigs at 1300-1350 towing for 5-10 minutes... if anything the piston will crack not melt.. If you want to melt a piston hit 1600-1800 for a couple minutes. That will melt one.

There are oil jets on the back side that cool, cracking is more prominent due to flash temperature at the surface under pressure and a large variance between the combustion side and rod side of the piston.

Yes the pistons are made out of aluminum....

 

Well, I don't know how this turned into engineer bashing. But back to the tstat discussion.


Tstats, like many other components, are sized based on certain assumed operating conditions and equipment configurations. Glenn and Darin use their trucks differently than I do mine. I love the 203 tstat, but they need the 180. I don't why everyone has to get so mad about it. And the "International designed it to have a 203 tstat" argument doesn't apply as soon you throw mods at an engine. We all know that roughly 33% of the energy generated in a diesel engine is used to make power, and the rest is heat. So when you start throwing more fuel into an engine than it was originally designed for its going to run hotter. This is true for EGT and ECT and EOT. You have to take measures to handle this extra heat.


So for what the OP is doing I would personally recommend the 203 tstat, but not for other people who use their trucks like glenn or darin.

 

Um, and me Phil! You forgot about me!! Now I am butthurt...