Pyrometers for 2015 3500

[Oldroostman]

Does one need a pyro for towing heavy trailers on these new trucks? I've heard the temps are way hotter then what one would consider safe with the older models?liquid cooled turbos and more oil jets for the pistons is why they live . Not sure if I'm correct just looking for knowledge.truck is a srw 3:42 ,aisin.

 

[gsbrockman]

As long as one maintains stock programming, EGT's are well within the design limits of the current generation Cummins engine. There's nothing wrong with adding a pyrometer to a stock truck, but it's not a necessity.

 

[TRAMPLINEMAN]

I don't know about the 15's, but I believe my 14 has 5 of them right from the factory. They are spread out in various locations.

 

[RustyJC]

If the truck is stock like mine, my philosophy is to let the stock computers and temperature sensors in the exhaust system protect the engine. They won't allow it to go into uncharted territory that the development engineers declared to be off limits.

Rusty

 

[AH64ID]

Does one need a pyro for towing heavy trailers on these new trucks? I've heard the temps are way hotter then what one would consider safe with the older models?liquid cooled turbos and more oil jets for the pistons is why they live . Not sure if I'm correct just looking for knowledge.truck is a srw 3:42 ,aisin.

The biggest reason they run hot is the timing profile needed to meet emissions. Retarded timing makes for lower NOx production but the tradeoff is higher EGTs as more of the heat from combustion goes out the exhaust valve vs into the piston. Looking at it in terms of older trucks is a 2002 at 1250° will have more heat being absorbed by the piston than a 2015 at 1400°. This is a big part of why fuel mileage suffers.

The added EGT strain of the newer trucks (anything 2004.5+) is really going on the valves and the turbine wheel. The turbo is coolant cooled but really only the electronics as the bearing is still an oil cooled journal bearing.

The other thing about running a pyro on 6.7 is that EGT's will not always be the same for the same engine load, rpm, temperature, etc based on regenerations and the EGR.

So my 0.02 is to run without it.. unless you are just curious. There is no real good way to drive a pyro on a stock 6.7 of any year.

 

[Oldroostman]

Much appreciate that information.

 

[Oldroostman]

That explains why my stainless steel exhaust tip changed color to a light gold after my first 12000 pound tow.im so used to my 6 speed 24 valve it's a little hard getting used to the new technology.sure like the truck though so far.

 

[gsbrockman]

This is a big part of why fuel mileage suffers.

Not sure I understand this, as 2013 & up DEF pickups have outstanding fuel economy, compared to the 2007.5 through 2012 pickups.

 

[AH64ID]

Not sure I understand this, as 2013 & up DEF pickups have outstanding fuel economy, compared to the 2007.5 through 2012 pickups.

Yes they do. That increase is due to the addition of SCR which does allow for some timing and lower EGR use but they are still not running as efficient as possible.

Imagine what a HPCR could do for mileage with 2002 emissions requirements, or better yet 1993 requirements.

Improvements have been made but meeting emissions means using fuel to clean the exhaust and reducing cylinder pressure to reduce NOx production. Neither of those is good for mileage.

 

[Oldroostman]

What does hpcr stand for?

 

[gsbrockman]

High Pressure Common Rail

 

[Cummins12V98]

Just put it to the floor and let it do it's thing! That's how I ran my 11 HO and it worked well! The new 15 with Aisin and 4:10's same thing. I asked the WestCoast warranty rep at MayMadness a few years ago about these engines and he said "they won't hurt them selves". Run thew hell out of it and it will thank you!

 

[Mawvelous]

I don't know about the 15's, but I believe my 14 has 5 of them right from the factory. They are spread out in various locations.

True None of these are pre turbo. So you would add 300-350 degrees to those sensor reading

 

[AH64ID]

True None of these are pre turbo. So you would add 300-350 degrees to those sensor reading

It is so hard to give a blanket statement on pre vs post. I have seen them equal and I have seen over a 300° split. Generally, but not always, as boost and rpms increase so does the delta. That of course goes out the window with a VGT turbo and any injection event after the 2nd or 3rd.

Basically none of the OEM sensors will give you the desired readout.

 

[photowrite]

The other thing about running a pyro on 6.7 is that EGT's will not always be the same for the same engine load, rpm, temperature, etc based on regenerations and the EGR.

So my 0.02 is to run without it.. unless you are just curious. There is no real good way to drive a pyro on a stock 6.7 of any year.

I've had a pyrometer and boost gauge on all of my diesel pickups since 1993. I never doubted that I'd add a pyrometer to the 2014 I bought last year, but I've started to think I'll just leave it alone, the EVIC has every gauge but one for EGT. Partly because I plan to leave the engine stock, and another factor is that I have good knowledge about when and how I'm working the truck, and can downshift (manual trans) to avoid excessive loading, etc.

Overall I think I'm more concern about dangerously early engine shut-downs after a workout. However, I have a good sense about this too, and combined with my historical knowledge I follow Ram recommendations about cool-down idling.

In addition to diesel pickups, my wife and I have owned three turbo-diesel cars, and we still have one in our fleet. We've yet to have any sort of turbocharger problem, she also knows to not hot-rod the engine and shut it down.