EGT too high, advice needed

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OK I'll admit, I want my cake and to eat it too!

I have a '96 3500 4x4 Auto, 250hp TST plate, Dunrite convertor, 4" exhaust. I tow 8k lb trialer. The problem is that the EGT can climb pretty dramaticly. I am only concerned with performance in Overdrive, as this is a highway truck only. Ideal world would be that anybody can drive it without having to worry about things such as EGt, but still have adequate power. Any ideas?

To compound the problem, I am thinking of a Slide in type camper.

 

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Change the exhaust housing on the turbo to the larger 16 sq. cm. one. Several folks sell it such as TST, the folks you got your plate from. I have them too, if you have trouble finding one.

 

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What will the housing do to the hp/tq curve?

How much will it lower EGT?

 

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I just did the 16 CM2 housing and I'm seeing about 100 deg cooler EGT and I did the housing with 370 HP injectors. As far as HP and Torque goes I didn't notice any lag or drop in performance at all I did have to move my plate back to the stock location to stop the clutch from slipping.

 

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go with the 16 cm housing and try the intercooler from banks that will do the trick it helped me alot

talk to you later

GTSJOE

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97 3500 4x4 ext. cab sun poppie YELLOW, Alcoa five star rims, hadly air horns, mopar diamond plate running boards w/ tons of running lights, weather gaurd diamond plate tool box, HX40 turbo w/ 18. 5 mm housing, big valves, ATS exhaust manifold, big head gastket, 4 inch pipe from turbo to 5 inch tip, big injecters, tons of pump work, bigger intercooler, tons of transmission work, turbo blanket, no smoke valet switch, Mag hytech rear and transmission pan, and some other goodies all done by AUTO WURKS DIESEL, still not as quick as my 97 viper gts

 

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Go to classifieds: Vendor Promotions #218

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Owner: Stabco Repower, The turbo housing guys. '89, CC, SB, 5sp, 3. 54, 16cm2 housing, maxed fuel, KN, Banks exh w/muffler, Horton fan clutch, Autometer liquid filled gauges, Accessory tach option, 100% Dyna-Mat, Borgeson steering shaft, Firestone air bags, Chrysler V-twin air comp, 2. 5" lift, Rancho Shocks, Alcoa LTS wheels, BFG 255/85/R16 MTs (33. 3")

 

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Wastegated or non?

Still wondering how the housing will effect performance?

 

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The performance difference I noticed in going from the 12 to the 16 was a slight loss of bottom end power. It is not quite as snappy but you still have everything you had before.
The larger housing slows the turbo spool up and the boost comes up slower as a result. Hope that answers your question Rgdz Dave
Mine is non-wastegated
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96 2500 4x4 5sp 3. 5 gears TST#6 16 cm2 Geno's Combo Gage Pac Brake Aux tank 15K 5er hitch
HF/VHF/UHF mobile KG7HD

[This message has been edited by Alaskdave (edited 11-17-2000). ]

 

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You can try sliding your plate back . 040" - . 050". That will bring down the temps at full throttle. I had to do that with mine and it worked great. I can pull 8% grade at full throttle in overdrive passing everybody at 7000 feet pulling a 13K fifth wheel and have exhaust temps at less that 1300 degrees. I still encounter high temps at 2500 rpm plus but that is a given with my set up.

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98 2500 Quad Cab, 12V, 5spd, 4x4, HD Transfer Case, 370HP Diamond B Injectors, #4 TST, 16cm2 Housing, AFC Spring Kit, Governor "Modified", Walker Muffler, 285/75-16 BFG AT's, SS Tube Steps, Fifth Whl Hitch, Leather, CD, LSD Dana 80 Rear, 60 Front, Centerforce Dual Friction Clutch, Rancho RS9000 Shocks, Rancho Steering Stabilizer

 

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My EGT were to high. I took a step back and reduced my boost by going back to the stock brass fitting that was replaced with my fuel plate. This fitting supplied with the fuel plate increases boost and with that modification my EGT were to hot. With the stock fitting which holds the boost to around 25 the EGT are easy to manage under heavy loads and 2500 RPM.

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Stephen's 1995 Dodge Cumming Automatic 3500 in Sanger CA. Pulling 35 Foot 9600 lbs 5th wheel. BD fuel plate 230HP,Air Filter Boot Removed, Gutted Cat, Vibrating Mirrors, Sreaming Tubro

 

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Some interesting discussion on turbine housings found here> https://www.turbodieselregister.com/ubb//Forum1/HTML/001462.html

Was wondering if anyone has tried bombing a 12cm housing (opened up the inlet some for better flow)?

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1997 2500 Ext Cab 4X4,5 spd,3. 54's,Pac brake,Rancho 9000's,Centerforce clutch,K&N airfilter,Missing Cat,Isspro gauges,and #11plate(280hp/680tq)

[This message has been edited by Rebel (edited 11-18-2000). ]

 

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You might want to consider a Banks Twin-Ram manifold. That should help reduce EGT.

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Peter Treydte
Director of Technical Communications
Gale Banks Engineering

 

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RBrook, I am curious as what RPM you are running when the EGT temps jump up. If you have gauges what are the other numbers? I might get flamed for this but just wonder if you might be lugging the engine down. My truck will do the same if I let the RPM get below 1600 and boost @30. I like to keep the engine RPM between 1900 and 2150 when I have the 15,000 lb 5th wheel on. Temps rarely get beyond 900 post turbo. Just another thought... Good Luck

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1997 3500 SLT, Ext cab, 5spd, TST #11, GV Aux Trans, BD exhaust, Kelderman Air Ride, 60 Gallon fuel tank, Clifford Security, Reese 20k 4way 5th wheel hitch, Boost/EGT gauges, K&N air filter, Rancho RS9000 shocks, Brush Guard, DZee full length running boards.

 

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Peter please explain to me how a twin ram works to benifiet a turbo'd motor. If you have say 30psi available in the plenum with the stock 50 dallor non egr manifold, then you go spend upwards of 400 on a twin ram and have 30psi available in the plenum, were is the benifiet. Is it that you wallet is lighter therfore less load? #ad


[This message has been edited by My 6 Eats V8's (edited 11-27-2000). ]

 

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Sorry Adam, can't hear you #ad


#ad

 

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RBrooks, be aware of sales pitches masquerading as postings. Your best approach is to go ahead with the 16 cm2 turbo exhaust housing. You can spend more money and go for the HX40 turbo, but you really need to be over the 400hp mark to make it work correctly for your engine. As far as twin ram intakes go, The cylinders are pressurized via the turbocharger. I don't care if there are six separate plenums, the cylinders will all fill equally as well with just one as the truck came with. Adam is 100% correct. Also, you didn't specify if the cat is killed or not. If not, killing the cat will change egts as well. Just do a search for "kill the cat" in the archives. As far as opening up a 12 cm2 housing and defeating the wastegate, I blew a head gasket making that mistake. The 16cm2 housing is the most logical move for you to make. I have driven GTSJOE's truck and I can tell you it's as evil as mine is.

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Chris Timochko
1997 5sp 4X4, HX40, BD 4" Brake, Marine Compression, Custom Tuned Injection Pump, 370B Injection Nozzles, Delivery Valves, Governor & AFC Spring Kit, Psychotty Air, Water Injection, NOS Diesel Kit, 6" Chrome Exhaust System, No Smoke Valet Switch, McLeod Dual Disc Clutch, Mag-Hytec Rear Cover, Cummins Chrome Kit, Optima Red Tops, Hadley Bully Horns, Hurst Line Loc, Goodyear Wrangler AT/S 305/70/16s. Test mule for Auto Wurks Diesel race program

[This message has been edited by DieselB59 (edited 11-28-2000). ]

 

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PeterT, how does the Twin Ram help EGT? I would like to hear the sales pitch. Doesn't mean I'll buy, but like to hear about all options!

Iceman, I primarily use truck for 8k lb trailer on highway's only, and EGT tends to climb on some of the bigger hills in new england. Generally traveling at approx 2000rpm.

DieselB59, Exhaust is a complete 4" from just after first elbow at turbo to tailpipe, 4" muffler, no other restriction devices. #ad


The 16cm2 is sounding like the best way to go, but do not want to give up low end torque if I can help it.

 

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Trust me, you won't even notice any low end change. It kicks in really fast

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Chris Timochko
1997 5sp 4X4, HX40, BD 4" Brake, Marine Compression, Custom Tuned Injection Pump, 370B Injection Nozzles, Delivery Valves, Governor & AFC Spring Kit, Psychotty Air, Water Injection, NOS Diesel Kit, 6" Chrome Exhaust System, No Smoke Valet Switch, McLeod Dual Disc Clutch, Mag-Hytec Rear Cover, Cummins Chrome Kit, Optima Red Tops, Hadley Bully Horns, Hurst Line Loc, Goodyear Wrangler AT/S 305/70/16s. Test mule for Auto Wurks Diesel race program

 

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dieselburner,

Am I reading your signature correctly? What are the power numbers for a #4 TST plate in a '98 5 spd? The ratings I've seen for '96-'98 12 valve 5 speeds are:

#12 230 bhp 605 lb-ft
#11 280 bhp 680 lb-ft
#10 330 bhp 750 lb-ft,

with the lower numbered plated not reccomended. Just curious,

Pete

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'97 2500 CC 4X4 5spd Sport
'83 K5 Blazer 350 TBI (ex 6. 2), 39. 5 TSLs, 3" lift, Dana 60/GM 14 blt, Detroits

 

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I have a #4 plate in my 5 speed because the engine is a CA engine. The installed the same engine which has the automatic rating in all of the trucks in 98 in Kalifornica. Thats ok though, I fixed it.

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1998 2500 Quad Cab, 12V, 5spd, 4x4, HD Transfer Case, 370HP Diamond B Injectors, #4 TST, 16cm2 Housing, AFC Spring Kit, BD Governor Spring Kit and other modifications, Walker Muffler, 285/75-16 BFG AT's, Stainless Steel Tube Steps, Reese Fifth Wheel Hitch, Leather, CD, LSD Dana 80 Rear, 60 Front, Centerforce Dual Friction Clutch, Rancho RS9000 Shocks, Rancho Steering Stabilizer