Real world EGT's ??
Cargo Master
Joined: Nov 2010
Posts: 2,797
Likes: 10
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?
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?
Hotshot
Joined: Mar 2012
Posts: 10,590
Likes: 382
From: Texas
What works for one doesn't work for everyone. I ran a 195 motorcraft for quite a while. Hot windy days grossing 24-25k with my race trailer my oil temps climed to over 250, water getting close.
What Glenn said was if you tow heavy all the time to go with a 180. That is all my truck is for, and runs 200 or so towing. Get's to 220 ish on the hot windy days. I hardly ever run empty, but if I do it's only 180. I agree you need more heat than 180, but I don't put 200 miles a year on empty. I've ran it for a couple years and its worked real well.
I did my research before I bought it. I really don't care what IH put in it. If it's too high for one's usage, it's too high. Just the way it is. The truck wants what it wants, and mine wanted and works well with the 180.
What Glenn said was if you tow heavy all the time to go with a 180. That is all my truck is for, and runs 200 or so towing. Get's to 220 ish on the hot windy days. I hardly ever run empty, but if I do it's only 180. I agree you need more heat than 180, but I don't put 200 miles a year on empty. I've ran it for a couple years and its worked real well.
I did my research before I bought it. I really don't care what IH put in it. If it's too high for one's usage, it's too high. Just the way it is. The truck wants what it wants, and mine wanted and works well with the 180.
Hotshot
Joined: Mar 2012
Posts: 10,590
Likes: 382
From: Texas
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.
EOTs are one of the parameters the PCM monitors.
Thread Starter
|
Senior User
Joined: Oct 2015
Posts: 320
Likes: 8
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?
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?
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.
Hotshot
Joined: Mar 2012
Posts: 10,590
Likes: 382
From: Texas
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.
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.
Thread Starter
|
Senior User
Joined: Oct 2015
Posts: 320
Likes: 8
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.
On a completely unrelated topic. I received my Baldwin PA2818 today.. that thing is MASSIVE.
Hotshot
Joined: Oct 2003
Posts: 17,799
Likes: 104
From: Ashland City, TN
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.
I think you're referring to turbo parts melting at 1250.
But yes.
use what t-stat works for you.
Thats the end result.
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
Top 6 Best Deals Available on New Fords & Lincolns Right Now
Brett Foote
This Hennessey Takes the Expedition Tremor's Off-Roading Capability to the Next Level
Verdad Gallardo
Top 10 Fords at 2026 Carlisle Ford Nationals
Joe Kucinski
3 Best / 3 Worst Parts of Modern Ford Ownership
Brett Foote
10 Amazing Upgrades That Solve Common Ford Truck Owner Headaches
Pouria Savadkouei
Every 2026 Ford Engine Explained
Brett Foote
10 Ugly Ford Trucks That We Still Kinda Love
Joe Kucinski
10 Things Every Truck Owner NEEDS (2026 Edition)
Michael S. Palmer
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Verdad Gallardo
Thread Starter
|
Senior User
Joined: Oct 2015
Posts: 320
Likes: 8
. But seriously, are they aluminum?To the hostility...
can't we all get along...
Fleet Owner
Joined: Aug 2004
Posts: 20,421
Likes: 197
From: AZ
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!
Cargo Master
Joined: Nov 2010
Posts: 2,797
Likes: 10
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.
On a completely unrelated topic. I received my Baldwin PA2818 today.. that thing is MASSIVE.
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....
Logistics Pro
Joined: Oct 2008
Posts: 4,818
Likes: 1
From: Avilla, IN
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.
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.
Hotshot
Joined: Mar 2012
Posts: 10,590
Likes: 382
From: Texas
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.
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.