Gauge Installation
Postmaster
Joined: Dec 2003
Posts: 4,196
Likes: 10
From: Arizona
Originally Posted by Z4RACINGJZ
i wouldnt put that after the turbo.. i put mine in the exhaust manifold because i think its a little more accurate and when its there you dont want to get it past 1250 to 1325 degrees very long or else you will melt the turbo blades... if you put it after then your temp is going to be about 300 degrees off... on the boost if you have one in the dash its not as good as one on the pillar, there is a boost line that goes from the manifold to the map sensor.. just t-tap into that and you'll be fine.. that way you dont have to tap into the boost tubes..
Josh
second 06 f-350 6.0 ccb long bed
banks exhaust, intercoolers and tuner with pda
20" wheels and towing a 40' fifth wheel toybox
banks installer!!
Josh
second 06 f-350 6.0 ccb long bed
banks exhaust, intercoolers and tuner with pda
20" wheels and towing a 40' fifth wheel toybox
banks installer!!
As for post turbo EGT, yes it is not as accurate as Pre turbo, and that is because the After turbo EGT can vary from 200-600 degrees lower than Pre turbo EGT and the temp difference is not linear or fixed. Many factor effect the After turbo EGT.
Hope this helps
Postmaster
Joined: Dec 2003
Posts: 4,196
Likes: 10
From: Arizona
Originally Posted by F350SD
Also, is it worth the extra effort to put the EGT sending unit on the passenger side, or should I go with the drivers side?
Install the EGT probe in either manifold, your choice, as both will do a good job.
Hope this helps
New User
Joined: Dec 2006
Posts: 7
Likes: 0
dude, iv seen it happen.. people loose boost and they want to know why, ill do a tare down on turbos and people that hope there trucks up without putting gauges in, melt the turbo impeller blades mostly at the tips because they dont know what the egt's are doing... im not saying its not bad to get the egt's there.. ill get mine to 1400 but i dont hold it there all day long..
Postmaster
Joined: Dec 2003
Posts: 4,196
Likes: 10
From: Arizona
Originally Posted by Z4RACINGJZ
dude, iv seen it happen.. people loose boost and they want to know why, ill do a tare down on turbos and people that hope there trucks up without putting gauges in, melt the turbo impeller blades mostly at the tips because they dont know what the egt's are doing... im not saying its not bad to get the egt's there.. ill get mine to 1400 but i dont hold it there all day long..
You may want to do a little research and homework on the 6.0 with VV turbo before you start posting all this mis-information.
New User
Joined: Dec 2006
Posts: 7
Likes: 0
Which parts will fail first is a matter of the design and materials used in the various parts of the turbo-diesel, but usually it starts with the turbocharger. Under sustained excessive EGT, the square corners at the outer ends of the vanes, where the material is thinnest on the turbine wheel, can become incandescent and then melt, resulting in a rounding off of the square corners. If you or your mechanic finds this indication before anything more serious happens, consider yourself very lucky, because shortly after the tips melt, the turbine wheel goes out of balance and wipes out the turbocharger bearings, which may or may not result in shaft failure and destruction of the turbine and compressor wheels. Excessive EGT can also erode or crack the turbine housing. In extreme cases, high EGT can drive the turbocharger into an overspeed condition that exceeds the designed operating speed due to the additional heat energy. When this happens, either the turbine wheel or the compressor wheel may burst. If the turbo doesn’t go first, excessive EGT, if sustained, will damage the pistons. Such damage can include piston deformation, melting, burning, holes, cracking, etc. This damage is cumulative, so if you slightly burn a piston top, the engine may continue to run without problems, but the next time you run excessive EGT more damage may be done, and so on, until failure occurs. Piston failure can be catastrophic –- that means very expensive. At a minimum, an engine overhaul will be required, and that too is expensive. Excessive EGT can also cause exhaust manifold and cylinder head cracking. Exhaust valves can fail from high EGT as well. Among the first engine parts to suffer damage will be those made of aluminum since aluminum has a lower softening and melting temperature than steel or cast iron. Diesel pistons are aluminum, and a growing number of diesels also use aluminum cylinder heads. quoted by "Gale Banks"
Postmaster
Joined: Dec 2003
Posts: 4,196
Likes: 10
From: Arizona
Nice cut and paste from the Gale Banks website. Now if you only understood how to apply it. You are at the 6.0 PSD forum, you have been here for a little over an hour, and posted more mis-information than correct.
All those turbo's you tear apart, are they on the Aluminum Head 6.0 PSD you talked about in this other thread, your post #41? (Also the Magneson Moss Act partial quote was nice.)
http://www.ford-trucks.com/forums/55...gaskets-3.html
Guess which parts are Aluminum in the 6.0 PSD. And it takes more than 1400 EGT to melt these parts. Once you start racing and rebuilding the 6.0 comeback and let us know your results. Most of us would like to now since it is rare that FTE members race or modify there 6.0's
It sounds more and more like you are some type of a Gale Banks parts salesman and/or installer.
So again, do your homework on the 6.0 PSD before posting the mis-information.
All those turbo's you tear apart, are they on the Aluminum Head 6.0 PSD you talked about in this other thread, your post #41? (Also the Magneson Moss Act partial quote was nice.)
http://www.ford-trucks.com/forums/55...gaskets-3.html
Guess which parts are Aluminum in the 6.0 PSD. And it takes more than 1400 EGT to melt these parts. Once you start racing and rebuilding the 6.0 comeback and let us know your results. Most of us would like to now since it is rare that FTE members race or modify there 6.0's
It sounds more and more like you are some type of a Gale Banks parts salesman and/or installer.
So again, do your homework on the 6.0 PSD before posting the mis-information.
Super Moderator
Joined: Jul 2004
Posts: 21,113
Likes: 3,939
From: Ohio
Originally Posted by Z4RACINGJZ
i wouldnt put that after the turbo.. i put mine in the exhaust manifold because i think its a little more accurate and when its there you dont want to get it past 1250 to 1325 degrees very long or else you will melt the turbo blades...
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Junior User
Joined: Aug 2004
Posts: 53
Likes: 0
From: Northern VA
Based on my experience with turbo gas motors, (which may or may not translate) 1500 doesn't seem unreasonable pre-turbo. I know I ran my old turbo gas racecar at 1650 regularly, for 20-30 minutes of road racing at a time and never had a melted blade.
1325 melting a blade on the exhaust wheel?
1325 melting a blade on the exhaust wheel?
Postmaster
Joined: Dec 2003
Posts: 4,196
Likes: 10
From: Arizona
Originally Posted by F350SD
Getting back to the install, anyone have a suggestion of where to get a 1/4" npt pipe tap? I tried Sears but they didn't have one.
Thanks, Dan
Thanks, Dan
Hope this helps
Postmaster
Joined: Dec 2003
Posts: 4,196
Likes: 10
From: Arizona
Originally Posted by 007sniper
Sorry I'm new to this.
I just want to know where I should mount my EGT Probe, pre-turbo or post-turbo? Which way is better?
2002 F-350 7.3L.
I just want to know where I should mount my EGT Probe, pre-turbo or post-turbo? Which way is better?
2002 F-350 7.3L.
Hope this helps