Max-EGT
Elder User
Joined: Sep 2004
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From: Helotes, Texas
Pre-turbo EGT's are best kept under 1250*. The Edge default setting is 1350* if I remember correctly, and it will defuel the engine at that point. You can change that setting if you want. EGT's can exceed 1250* for short periods of time without damaging the engine, but I do not recommend it. Just my 2 cents.
Max
Max
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Joined: May 2001
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From: Cabot, Arkansas
1250 is what is recommended by International/Navistar and is generally considered the industry standard.
Short bursts above that will not hurt anything so long as your piston cooling jets are not laying in the bottom of your oil pan. I also have seen 1400+ on a few occasions before the new turbo and water went on. Doesn't seem any worse for the wear.
Short bursts above that will not hurt anything so long as your piston cooling jets are not laying in the bottom of your oil pan. I also have seen 1400+ on a few occasions before the new turbo and water went on. Doesn't seem any worse for the wear.
Fleet Mechanic
Joined: Nov 2004
Posts: 1,427
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From: Templeton, Massachussetts
Originally Posted by HOTFOOT
What is the safe maximum EGT for a 2001 PSD w/ 4" turbo back exhaust, Edge Juice w/Attitude ?
mine is post am i am told 950* on FTE, but banks says up to 1050* F..
i see 900* sometimes on a long hill at high speeds. but normal driving is 500-750*. on highway
Elder User
Joined: Sep 2004
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From: Helotes, Texas
You're right about the temp difference in pre and post turbo, but the Edge Attitude EGT probe is mounted pre-turbo in the exhaust manifold (if the instructions are followed correctly), I assume Hotfoot's is located there since he has the Attitude Monitor. The program is designed for pre-turbo and it will not operate efficiently if placed post-turbo. Pre-turbo is really the only accurate place to take a reading. I know Banks does their readings post-turbo, but all the research that I have seen points towards pre-turbo as the best location. Just my 2 cents...
Max
Max
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From: The Great Plains
I've consulted with alot of old school diesel guys about this, and they swear that the pyro is not accurate in the exhaust manifold. I drove a 12 valve cummins yesterday with the stinger in the manifold, it buried the needle past 1600 degrees.
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Elder User
Joined: Sep 2004
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From: Helotes, Texas
That's some extremely high EGT's! As for probe location, I have mine installed in the exhaust pipe coming from the driver's side manifold going to the turbo. However, the installation in the manifold will monitor the exhaust temps at their highest point outside the combustion chamber. There is a certain amount of heat loss between the manifold and the turbo, but it is minimal. No matter what the school of thought is on actual location, all the research I have seen points towards pre-turbo as the best place for monitoring EGT's. It would be even better if you monitored both exhaust manifolds or up-pipes, but that would require another pyro. Why do they believe that the probe is inaccurate if installed in the manifold?
Max
Max
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Post Fiend
Joined: Nov 2003
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From: Nutter Fort, WV
The manifold is the only place to get acurate EGT readings.
And I am old school retired OTR driver.
The pistons are the first thing that will melt in your engine.
The piston alloy starts to melt at 1250, so you want the thermocouple as close to the pistons as you can get it.
Yep if you crank enough fuel to the engine and can get enough air in there, you could probably see 2000 degrees on a pyrometer. But that does not mean the engine will start the next time you try to start it.
That Cummins has the same limit for EGT, the big 15 liter over the road truck engines have the same 1250 limit on them.
Our pickups today have more HP than the first tractor trailer I drove cross country had it was so long ago.
And I am old school retired OTR driver.
The pistons are the first thing that will melt in your engine.
The piston alloy starts to melt at 1250, so you want the thermocouple as close to the pistons as you can get it.
Yep if you crank enough fuel to the engine and can get enough air in there, you could probably see 2000 degrees on a pyrometer. But that does not mean the engine will start the next time you try to start it.
That Cummins has the same limit for EGT, the big 15 liter over the road truck engines have the same 1250 limit on them.
Our pickups today have more HP than the first tractor trailer I drove cross country had it was so long ago.
Posting Guru
Joined: Dec 2003
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From: South Texas Coast
One thing to remember folks the meling point of Aluminum is 1222 degrees Farenheit. That is a physical fact check any periodic table of elements.
You have aluminum pistons in your PSD.
Nuff said
The difference between pre and post turbo placement has been reported to be as much as 400 degrees under a heavy load. If you see 950 post turbo you could easily be 1350 degrees at the manifold. See comments above.
You have aluminum pistons in your PSD.
Nuff said
Originally Posted by 18vtx00
you need to mention pre or post turbo position for the sensor.
mine is post am i am told 950* on FTE, but banks says up to 1050* F..
i see 900* sometimes on a long hill at high speeds. but normal driving is 500-750*. on highway
mine is post am i am told 950* on FTE, but banks says up to 1050* F..
i see 900* sometimes on a long hill at high speeds. but normal driving is 500-750*. on highway
Last edited by Phydeaux88; Jul 20, 2005 at 12:25 AM.
Elder User
Joined: Sep 2004
Posts: 824
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From: Helotes, Texas
Originally Posted by Phydeaux88
One thing to remember folks the meling point of Aluminum is 1222 degrees Farenheit. That is a physical fact check any periodic table of elements.
You have aluminum pistons in your PSD.
Nuff said
The difference between pre and post turbo placement has been reported to be as much as 400 degrees under a heavy load. If you see 950 post turbo you could easily be 1350 degrees at the manifold. See comments above.
You have aluminum pistons in your PSD.
Nuff said
The difference between pre and post turbo placement has been reported to be as much as 400 degrees under a heavy load. If you see 950 post turbo you could easily be 1350 degrees at the manifold. See comments above.
Postmaster
Joined: Nov 2004
Posts: 2,854
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From: New Hampshire
only one other thing to add... lifting your foot when you see your pre-turbo pyro get up around 1200 may make you a little late... not lifting may make you a little broke.. as in broken truck and broken wallet..! These mules will run a long time, but you gotta treat them right..!
Post Fiend
Joined: Nov 2003
Posts: 21,285
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From: Nutter Fort, WV
Sorry, the pistons are not aluminum, they are hypereutectic pistons which is a silicate aluminum alloy. Melting temp is 1250.
Then if you call garrett you will find the turbo is only rated for 1270 before the impeller blades may be heat damaged. But the turbo is far enough from the pistons that till you get it to 1270 the pistons will probably have holes in them.
Then if you call garrett you will find the turbo is only rated for 1270 before the impeller blades may be heat damaged. But the turbo is far enough from the pistons that till you get it to 1270 the pistons will probably have holes in them.
Last edited by Dave Sponaugle; Jul 20, 2005 at 07:03 PM.
Postmaster
Joined: Nov 2004
Posts: 2,854
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From: New Hampshire
Originally Posted by Dave Sponaugle
Sorry, the pistons are not aluminum, they are hypereutectic pistons which is a silicate aluminum alloy. Melting temp is 1250.
Then if you call garrett you will find the turbo is only rated for 1270 before the impeller blades may be heat damaged. But the turbo is far enough from the pistons that till you get it to 1270 the pistons will probably have holes in them.
Then if you call garrett you will find the turbo is only rated for 1270 before the impeller blades may be heat damaged. But the turbo is far enough from the pistons that till you get it to 1270 the pistons will probably have holes in them.