so on these engines that melted the turbo what did the rest of the engine look like? the highest temp will be in the combustion chamber of which one end is comprised of an aluminum piston, you're telling me the aluminum exposed to the direct combustion process stood up better than the high temp steel downstream in the turbo. i really gotta know what was going on with these engines at the time of turbo meltdown, i'm guessing that something was being run waaaaay outside of normal even hotrodded parameters. oh and by do you think that the wrap is effective that on a normal engine it will put it significantly closer to the meltdown line. do you think they run that close to the edge? My "qualifications" been involved with diesels for oh about 22 years. every semi i've driven has the pyro after the turbo, which we know gives a reading several hundred lower, which is perfectly fine so long as you understand that cyl inder temp is much higher at 900 degrees measured post turbo than it it is at 900 measured preturbo. driven cats, cummins,detroits(2stroke, and series 60 with VNT) and i have beaten on everyone of them, lugged them longer and harder you want to think about and NEVER even saw signs of a turbo getting soft never mind melted

 

If you bothered to read the origional post you would see that a banks tuner is involved here, depending on how the truck is run, the egt's could skyrocket. basics here, heat needs to escape, not be held in. I stand by the advise I gave, and I just love guys like you, you beat them up, abuse and break them and bring them to guys like me to fix . DANG I just love making money!!!! And FYI I've been fixing and teaching how to fix these things for more then 40 years now and I think I probably know what I'm doing. And one last thing, opinions are like butts, everyone has one......

 

Dicaddi, congrats on getting it done, most of the ones I've done are cracked there as well. Great job, and I was glad I could help.

 

Thanks Toolman for the advice. I didn't use the wrap. My EGT hit over 1400 WOT, and I didn't want to risk it, and if it's a good thing, I'm sure a lot of us would have they're manifolds, up pipes wrapped. BTW, I can't even imagine getting the job done with wrapped pipes!!!
Anyways, got rid of the 6 Gun, waiting to order the SCT. Excitement is getting greater day by day.....

Thanks guys again, this is why FTE is what it is!!!

 

true the tuner is an extenuating factor. not trying to rag on you, just talking. in 40 years wrenching(makes you an old school kind of guy, i have respect for that) the turbo's that died, what else was going on. while i do make my trucks work pretty hard at times, having read the engine manual that came with i don't think its fair to say i've abused them generally. i've personallyblown 2 turbos #1 was within a week of tuneup on a series 60 by southern alberta detroit dealer, when towed into dtroit in Kamloops bc he said the intakes were 2x to loose and the exaust 2x too tight/ or other way around. what happened was it dropped a valve which destroyed turbo and a WHOLE bunch of other stuff. can you find a way to blame me for the valve lash? #2 was truck that i had put about 300miles on out of total 300,000 fully loaded 115000 pounds. 60ish mph just east of Great Falls Montana(hilly) and boom, turbo shaft failure, junk all through the intake even back into air filter. i have seen one that was totally melted it was an 08 f550 less than 8k miles truck burnt almost to the ground half the turbo melted on that one. but thats outside heat not exaust. now if you can show me an example of excess heat cooking a turbo give details. what i was trying to get at in my original posting is that the heat wrap isn't going to increase the egt's by hundreds, and the small change isn't likely to be that great. you know for all the engines i've worked right to very limit of the manufacurers specs, i've given the mech very little work. final point all i'm gonna say and said it before the heat wrap and associated temp rise is generally going to do more damage to the more fragile bits, like flex bellows. wow 1400 that is hot but if measured post turbo he might only have seen 1000, now the combustion temp has not changed here just how you measure it. that said measuring post turbo i would not want to maintain over 900 so its a bit high but if its just for a few seconds ie drag race its not as big a deal. on the other hand if he is towing heavy uphill and maintaining 1400 for an extended time period, there is going to be a whole bunch of new parts in his future(including the turbo)

 

ok, the ones I've seen have been on E series school buses. During the summer the engine compartments on these rigs can get up to 1100 degrees, one perticular fleet manager decided to wrap the pipes, within 3 weeks time we changed 19 turbo's, all of witch had multable variable vanes melt down near the tips and where the pins go thru the vane.we unwraped the pipes (not an easy task) and installed new turbo's and they've been good ever since. If you ever get a chance to open one of these turbo's do so, you'll see what I'm talking about. also for the record, I beat them and break em too,Just cause I'm an old fart don't mean I cant have fun, but in my case I get stuck fixin it witch can also be fun. God I wish they put cats in these things.