I knew that ernesteugene would show up with formulas and graphs, but the "eeramair" is great! It probably helps even at low speeds because of improved airflow over the intercooler and drawing colder air into the intake.

In airplanes high altitude (low air density) led to turbocharging experiments in the 1920's. The problem of high air charge temperatures led to intercoolers in production aircraft by the 1940's. It was accepted that there was a practical limit to the amout of boost that could be achieved in one stage of boost because of the amout of heat absorbed by the charge air. One attempt to address the extra heat was two-stage supercharging (either mechanical or turbo) with a second intercooler. How about a headache rack that is another intercooler? Long piping, but you could get some cooling along the way. The P-40 had the intercooler in the rear fuselage, 8-10 feet from the engine!

 

Long enough for a drag race or sled pull.

As for water/meth... water is good for EGT cooling. Meth adds power, and enough can cause a lot of problems. For towing you'll probably want to run straight water.

Sometimes. The extent depends on a lot of factors. There are trucks that have hundreds of runs at the drag strip, with EGT's spiking well over redline, and you pull the heads and the pistons look like new and without any micro-damage. Then there are other trucks with fewer runs, pull the heads off and you see cracked pistons and more. Factors include programming (fueling and timing), drugs used (nitrous, pane, etc), other mods, and even the driver and how much they abuse it.

 

I did a typo. The P-47 fighter had the intercooler in the rear fuselage.

 

While the math confused me a bit (okay a lot)I did try removing this baffle. I tried it out this morning and it would appear that my EGTs were reduced by about 50 degrees at highway speed. I'll see what it does on the way home. I plan on attacking it with the dremel again tonight. Thanks ernesteugene!

 

Don't slip and cut into the AC condenser like I almost did! The top mat is attached by plastic snap pins and it's easily removed and it can be re-installed if you miss the place it provides for laying tools! The rubber strips on the side were harder to remove but they block air flow to the IC and removing them gives additional benefit.

I found at least a 100F reduction in EGT when towing long grades and my smoke in DP 40 TOW was reduced some. I could work my engine much harder before my radiator fan went into full lockup mode, and when the fan did lockup it sounded more like a "turbo whine" instead of the "Cessna 150 propeller" noise it used to make! The noise difference is because after the mod the fan can more freely pull a higher air flow through the engine compartment.

 

This input was based on internet searches including a write up on the Banks site and on being able to inspect all 8 of Jeremy's pistons as he was kind enough to haul his rods and pistons down to Lake Ozark last spring for our visit. His piston tops showed clear signs of "micro" damage in the form of tiny cracks that corresponded to the injector spray pattern.

The Aluminum compounds used in newer diesels can withstand temperatures of 1350 F and higher but I've read that the Aluminum compound used for PSD pistons begins to melt at somewhere around 1275 F! This of course means "steady state" piston temperature and not a short duration EGT reading. How long do you have to maintain an EGT reading of 1275 F to burn or melt a piston? My guess is that it takes several minutes or more for the piston to reach an equilibrium temperature with the EGT reading but this can easily happen when pulling a long grade.

So short duration bursts of excessive temperature won't immediately melt or burn a piston but such bursts do cause a "heat shock" to the crystalline structure of the piston's surface which is what I meant by some "micro" damage!

Unlike a 6 cylinder configuration where the EGT probe is located in the exhaust manifold nearer the pistons, on a PSD the EGT probe is usually located well downstream of the pistons in the up-pipe to the turbo. So just how much hotter is the piston top temperature on a PSD compared to the reading on an EGT gauge? My guess is that in the steady state the PSD piston top temperature is at least 50 F hotter than the EGT reading.

Also the EGT probe is only giving an "average temperature" for cylinders 2-4-6-8 on the drivers side. I wonder how hot cylinders 1-3-5-7 on the on the passenger side are getting? My guess is that in the steady state the "average temperature" of each bank is within 50 F of each other but unless you've got an EGT probe in each bank there's no way to know for sure that the opposite bank isn't running 50 F hotter than the one you're measuring!

Also monitoring the "average temperature" of 4 cylinders can give a give a false sense of security relative to a particular cylinder because injector wear can result in variations in injector fueling, ring wear in compression, etc..., all of which cause different combustion temperatures in the various cylinders. For example assume 3 cylinders are running at 1150 F and the 4th at 1350 F. This gives an "average temperature" EGT reading of 1200 F for that bank and all seems well except that one piston is melting!

So if we allow a safety margin to cover these above effects I'd recommend keeping the EGT below 1275-50-50-25=1150 F when towing long grades. I cringe when I see new members being advised that they can... "safely tow all day long with an EGT of 1250 F without having any worries at all"!

Of course drag racing is another matter because it's fun to do and even more fun to win but no one is handing out trophies to an RVer for getting to the top of a hill the fastest!

 

ernesteugene, did you ever measure the charge air temperature (temp. at the "Y" entering the engine banks) during your experiments? That temperature is critical to the rest of the combustion process, and I believe that small increases in charge air temp. cause much larger increases in EGT, given equal power output, etc.

I think that your air inlet modification is very important to the success of your modification package.

 

Yes many years of measurements see post #26 here... https://www.ford-trucks.com/forums/832926-egt-s-2.html#post7287505

 

subscribing