6.7 exhaust temp concern

[BImbs]

i just added the edge with aditude to my truck and am having truble figuring out what my exhaust temp should be sum people tel me 1350 is the max and sum say 1500 my average temp while driving is between 900 and 1050. it only exceeds 1350 when ever i get on it hard in any seting other than stok.



does aney one know how to bypas the stock exhaust system and run a free flowing exhaust? or is this even posable

 

[JDiepstra]

do a search for DPF delete and you will get some answers on the bypassing the exhaust question.

 

[Harlan]

:The new oil cooled pistons of 6. 7 will take a lot more heat than the 5. 9. They have oil cooling to the botoms of the pistons the same as the big class 8 line trucks so the melt down of pistons are not that grate of a fackter. If Donnely sees this he might get on and tell you what the max is. I do not know for shoure but I let mine run up to 1450. I have my Juce with att. set to defuil at that temp. H&S makes a good DPS deleat kit and it is a good price and free shiping.

Harlan:-laf

 

[Drdorian]

:The new oil cooled pistons of 6. 7 will take a lot more heat than the 5. 9. They have oil cooling to the botoms of the pistons the same as the big class 8 line trucks so the melt down of pistons are not that grate of a fackter.

Oil cooled pistons were used on the 5. 9's for years so they are nothing new.

 

[jimnance]

Elevated EGT's do nothing good for the engine. Sort of like an auto transmission, up to a point temps don't affect durability too much, but beyond that point wear goes up dramatically.



IMHO, 1350 df should be the target maximum EGT. Beyond that, ICP's are getting excessively high, exhaust valve temps will be cooking, valve guide wear and even some errosion of the piston crown may become evident.



Dodge doesn't need to warrant the engine beyond 100,000 miles, so they don't need to be concerned about accelerated wear as long it doesn't cause the engine to fail within 100,000 miles.



It's been a while since I looked at the Pyrometer on a big Cummins or Cat, but seems to me that 1350 df or so has been redline. Though the valve seats are supposed to be a different alloy to help with the problem, there is only so much they can do with metalurgy, oil squirters, etc. . to deal with the high EGT's produced by the new emissions equipment found on the 6. 7.



It's a real dilema. Do you pull off the DPF and do an EGR block voiding your warrantee and possibly running afoul of Uncle Sam, or do you go for reliability and fuel economy?

 

[HBarlow]

Several years ago an RV transporter with a new Ram experienced a failed engine and reported it here. A discussion followed and there was talk about high egt causing the problem.



I sent an e-mail to Cummins asking about acceptable egts on HPCR engines and received a reply from an engineer. I posted it on the TDR at the time.



What I remember is the Cummins engineer reported that during testing before the HPCR engines were released to the public they routinely ran at 1400* to 1425* without causing harm. The engineer indicated that pistons, valves, and valve seats were designed to operate at those temps and he indicated we should not worry about operating at those temps.



I put 228,000 hard miles on my '06 often towing trailers that put my combined weight far beyond Dodge's max rating of 23k#. I carefully monitored my gauges when pulling long steep grades but kept my foot in it and let it pull at 1425*.



I cannot dispute what jimnance wrote above. Cummins/Dodge only warrants them to 100k miles and running them that hot might reduce the expected life.



I can say, however, that my '06 experienced no engine problems and showed no signs of premature wear at the miles I reported above when I sold it.



Likewise, I pulled thousands of steep grades with foot to the floor, heavily loaded, often in 6th gear OD with 3. 54 gears and the tach at 1600 rpm in my old '01, running with the pyro at 1350*. I sold it at 325,000 miles and it didn't show any sign of premature wear out.



Our Cummins engines were designed to be installed in MDTs running 40 to 60k# driven by commercial drivers with their foot to the floor all day, day after day. I respect those who take care of their machinery but the Cummins engines will take a lot of abuse.

 

[BImbs]

so is the DPF delete a good ideah becaus my edge puts my EGT above 1425 under hard exceleration in every mode except for seting 1 and i heard that the DPF deleat lowers the EGT by 300

 

[HWork]

Its all up to you, there are many debats on the issue of the DPF delete. I have had the DPF delete on for 20K now and had no trouble. There are many options out there for doing this, some better than others, as far as putting it all back together for warrenty work. I spoke with my dealer about mine, and he said just put it all back to factory and I should be all right. Now do I think that they can tell you have done this... ... more than likley yes, but can they tell if it was the origional DPF that quit or the DPF delete that was on there... I don't know.



As far as MPG's are concered, you will see a little change(2-3MPG on mine). Depending on the way that you drive. The sound is louder but not as loud as a 5. 9 IMO.



If you all ready have the edge, that is more prone to void the warrenty than anything else. These computers are very complicated and store a lot of data that the dealer does not even understand, with it being a new engine I am sure they will send the computer file to the engineers and let them decide if it is a huge problem. (i. e. blown engine)



Keep in mind that it is your truck, you can do with it as you please. As soon as someone offers a EGR block kit, I will be the first in line for that.



Finally, I can't tell you about EGT's cause I have not gotten in the gauges yet, but after removing 100+ LBS of emissions junk, I am sure that it had to help. You can not even shine a flashlight threw the DPF and see it on the other side. I hope this helps

 

[BImbs]

do u have the 4 or the 5in if the 5 did u have power loss

 

[BImbs]

what is the EGR block kit ?

 

[HWork]

i have the complete 4" from the turbo back. No power loss, just gains. Noticable gains. I have not heard of the 5" power loss issue.

The EGR is the exhaust Gas Reduction. Basically a valve that will recirculate the dirty exhaust back threw your engine and try to burn some of the harmful crap out of the exhast. (Need some help on that one, but that is my best). If I understand correctly you have to have the DPF gone before you can do this. I have some good pics I can email you of this being done.

 

[BImbs]

do u have the HS DPF delete or a diferent one? i would like the pic's can u get my email off hear od do i send it to you?

 

[HWork]

i have the H&S. I think the dpf dealer in texas has a better product from what i read, but h&s has not gone bad on me yet. i think that H&S is a little cheeper, or at least it was when I bought it. Let me try to get these pic uploaded here. If not I will get your email off of here.

 

[BImbs]

do u have the name of the dealer in texas

 

[HWork]

Guys these were not taken from me, thwy were stolen from another fourm, I think we all might be able to use them.



Picasa Web Albums - Heath - EGR

 

[HWork]

This is the link to the guy in Texas



dodge delete

 

[Bob4x4]

Oil cooled pistons were used on the 5. 9's for years so they are nothing new.

The way it is done is different



Bob

 

[HWork]

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[HWork]

Sorry guys still trying to figure out the best way to post pictures. Does anyone know how this EGR removal makes the trucks run? I am assuming that it will throw some more codes, but the check engine light has been on, in my truck since the DPF feel off, what are a few more codes going to do? Anyone know? Thanks for your help



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[BImbs]

ok if i put the DPF delete on my truck does it void all worentes or just sum of them