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Most scanners will read this in psi absolute, so you subtract atmospheric pressure to get a "normal" psi gauge reading. At sea level atmospheric pressure is 14.7 so subtract ~15psi for an accurate reading. Higher elevations this goes down.
Typically my EBP will be about 3-10psi higher than the MAP. You need pressure to drive the turbo. When cold the engine will keep the VGT more closed than normal which increases the backpressure and helps the engine warm up faster. That's when I normally see ~10psi of difference.
Thanks for technical detail to answer my question. Much appreciated.
This is the second time I have owned a 6.0. Had a 2004 with a manual gear box, this has the automatic. It really is a nice old truck and for Canada, I don't think it ever saw snow. I had some written mtce records and the truck was shut down for winter. My plan is to do the same and save it for a trailer tug in the summer.
I have attached a photo of (what I think as) critical data: From my limited knowledge they seem okay and all seems reasonably healthy.
Keeping an eye on the temps etc. I keep thinking that maybe one reason (other than design issues) that this engine had non stellar rep is that if you kept your foot into it with a load you could really cook things. I watched the EGT, coolant and oil deltas and trans temps and when they got to levels I didn't feel comfortable with I just backed off a little.
The photo in the post above was pulling about 6,200 Lbs on the Alberta cowboy trail. Earlier that day I pulled that load up the BC highway 3 Salmo Creston skyway without issue but backing off when temps got higher. From a computer search, the road features steep inclines, with some sections having a maximum gradient of 13%, and the ascent from Burnt Flats covers 23.1 kilometers with an elevation gain of 1,134 meters.
Anyhow I'm happy with this new to me old truck and it did't cost $120K (at least not yet!)
Thanks for the advice Mark. I do have the EBP and VGT PIDs on another screen. I'll check whether absolute or gauge. (maybe I have both?) Somewhere I had manifold press. absolute but that might be on another device I had.
Manifold pressure is going to be for the Intake (MAP). EBP is on the exhaust manifold and all 6.0's have the two EBP PIDs, it just depends on the scan tool for seeing them.
Yes, I have picked up those PIDs on my Edge tool, thanks.
Finally got a chance to look under the hood after the hard pull up the Salmo Creston Skyway. Probably had my foot a little too much on the accelerator because I got a little coolant puke from degas bottle. Still can see the coolant in it with the truck pointed up on a slight upgrade, so didn't loose much. I'm thinking hot coolant (210 plus F) caused some excess fluid expansion. Would have been lots of engine boost as well (approx. 25 Lbs). Don't think I hurt anything as the temp peak was for a very short period and all worked normally after. The engine was studded by previous owner.
Yes, I have picked up those PIDs on my Edge tool, thanks.
Finally got a chance to look under the hood after the hard pull up the Salmo Creston Skyway. Probably had my foot a little too much on the accelerator because I got a little coolant puke from degas bottle. Still can see the coolant in it with the truck pointed up on a slight upgrade, so didn't loose much. I'm thinking hot coolant (210 plus F) caused some excess fluid expansion. Would have been lots of engine boost as well (approx. 25 Lbs). Don't think I hurt anything as the temp peak was for a very short period and all worked normally after. The engine was studded by previous owner.
Yes monitor ECT and EOT. Most of the time it stays with the oil about 8 deg hotter than the coolant. Temps then are around 188 for coolant and 196 for oil. Occasionally delta drops to 6. Biggest delta with 6200 Lb trailer up a long steep mountain pass was about 12 deg. delta. Oil temp was hitting around 215 deg when that occurred. That's when I think the minor amount of coolant came out of the degas. The boost was all it could get at just over 25 psi. The added heat may have expanded the coolant a little more than normal.
I found a switch (rheostat type??) that seems to impact the operation of the fan clutch. If I turn the switch all the one direction I don't hear the fan very often and oil temp goes to around 200 with coolant up 194. With the switch turn all the way in the other direction temps are cooler and oil does seem to get beyond the higher 190's and coolant high 180's to low 190's.
The switch is the " blue wire mod". Thats what I have in my trucks, too.
Did you checked coolant pressure?
The degas bottle cap also can be part of the issue
Hi, I don't have test equipment as per the video. The cap was still holding pressure after the engine and coolant had cooled down for several hours. Don't know if it could hold enough pressure, but I haven't had any coolant escape since the one time noted above.
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