Has Anyone Torn Something up due to High EGT?

[Bad340fish]

Anybody?? HVAC? lol My buddy had a bombed 12V, and if you stayed in the smoke pedal in all the gears by the time you hit 5th the EGT was burried at 1600!! So I imagine it got withing the 2K range in the rest of 5th. Truck always ran great, had 130K on it I think
Clark

 

[Bob Wagner]

I believe JNutter did...

correct me if im wrong

 

[Archive]

Does a melted credit card count???

 

[J Allan]

I was going to ask the same ?. How long in the red ( Above 1200* )can the Cummins in the Dodge withstand before a melt down.
Also who knows of a good company to have pistons ceramic coatings and teflon applications applied.

 

[Gonzo 1066]

I did run into one 12v that had to rebiuld due to towing Bombed. He didnt have a pyro on it so he had on idea what egts were. He said that it pulled like a locomotive right up untell it ruined a piston (#6) and then it was an expensive trip to the banker. When you hear a very LOUD KNOCK KNOCK KNOCK you will know that you have pulled metal on a piston. OUCH.

 

[illflem]

JNutter's melt down was due to a low reading pyro.

 

[HVAC]

I've run 1800* not so long ago. At the strip I ran 1650* with one turbo. Now with twins I run 1500* and 60 psi.

I strongly recommend monitering egt pre-turbo. I used to have the probe post turbo and I thought I was under control. When I changed to pre-turbo I was quite surprised to find how quickly the temps climb and how high they go!

It's my belief that pistons are most frequently damaged while towing. Especially while towing without a pyro. Don't exceed 1300* while towing.
--------------------------------------------
Nowel/Performance Diesel

 

[CUMINNTSTRKN]

i was told cummins tests the b for a 1000 hrs at 1350pre.

jim

------------------
if it ain't broke fix it till it is!!
2001 eth, ez box, dd2's,southbendclutch

My Ram Pics

 

[Joseph Donnelly]

I know of the following parts geting hurt from high egt in the real world:
exhaust gaskets
exhaust manifold
cylinder head casting
pistons
rings
cylinder bores
In the "old days" the 2 valvers were worried about anything over 230 hp. Now that the stock rating is around there for our Rams, too many folks are deluding themselves with "its just a LITTLE box with a few skinny wires on it" etc. The head tends to crack at the exhaust seats, and if your engine has seen over 1500 even briefly on repeated "excursions to the twilight zone" I bet you it's cracked.

 

[Archive]

Joseph Donnelly, you are correct about the heads cracking at the exhaust seats. I have also seen this occur to ISM's (11 Liters 330-370HP) The engines were RUNNING PERFECTLY. (Everyone: Please re-read that last sentence. ) The heads were removed to replace leaking head gaskets. (Fluids) The cracks were discovered while prepping the heads for reinstallation. IMHO cylinder #6 seems to go first, because it runs the Hottest.

 

[jjdiesel]

JAllen, Diesel Injection of Pittsburgh

 

[Joseph Donnelly]

In one 12 valve I looked at, #1 was by far the worst. I attributed that to the lump in the intake tract under the accessory bolt hole combined with the intake ports pointing to the front (as you go from the valve to the entrance), so the air has to turn around the obstruction and then bend around to go in another direction at an acute angle. Just a guess. And, your point is worth repeating, the driver may not note anything out of the ordinary despite the cracks, until some catastrophic failure later such as pieces falling out or coolant getting into the cylinder. I wonder if the seat inserts might tend to fall out of a cracked head that has them. . . until recently the Rams didn't have removable seats but the marine engines did. James, have you heard of such problems, such as on the 370 hp engine?

 

[Joseph Donnelly]

Aluminum transfers heat about 5 x as fast as iron. The pistons are also cooled by pressurized oil spray from the connecting rods.

Cummins says 1300 deg. is max; I like to keep down to 1200 for any sustained running, especially with a stock (unported) head (they have sharp edges under the valve seats that make for hot spots and cracks).

 

[Archive]

Joe, I've had no exposure to or experience with the Marine series engines. I supervise in a national LTL truckline shop. We are currently running 10 of the 5. 9B's (12 valve) in our jockey trucks to move trailers on the yard. The service record on these engines is what put me into a Dodge. (Like everyone else here, I would have MUCH prefered a Crew Cab. ) These engines are backed up by Allison automatics and are run 6/24 non-stop except to refuel and check fluid levels at shift changes. The drivers have production targets to meet, so they see to it that these engines operate in only one of two modes: idle or against the governor. This is a HUB location with nearly 150 class 8 tractors domiciled here. EVERYTHING is Cummins Powered. The shop mechanics think I'm a bit crazy to "live" Cummins engines at work, and then come home and spend my free time on-line talking about Cummins ISB's here on the Registry. Hey, I love it here. #ad
I've learned a ton of stuff that Cummins obviously won't teach you in their schools. #ad
Thank you gentlemen & Happy Easter to all. #ad


[This message has been edited by TopFuel (edited 04-16-2001). ]

 

[PAYCHECK]

Joe, is that 1300 pre or post turbo? thanx.

 

[Joseph Donnelly]

Pre turbo numbers, of course. Post requires a calculation, 10 deg x psi boost and add that to the number to get an _estimate_ of the preturbo number. Post is useful for two things: cool down (especially if the exhaust housing is massive and traps a lot of heat) and to get readings on scale if you would be pegged if reading preturbo. An estimated number is better than none, but if you are pegging the gauge preturbo, you better have a savings account for parts #ad

 

[C.W.BARBER]

For what its worth my drag car sees 1500 all the time with some very light (i. e. very, very thin) pistons and can tell you it takes alot to melt one.

Charles

 

[JTBMC]

Joe Donnlley,What is egt limit on a stock 99 24V while towing, I've worried about egt temp damage prior to learning about the TDR and getting my gauges and doing other preformance up grades, as I do pull combined about 22000 and once pulling Wolf Creek Pass in Colorado ran my water temp to 230 before I could get cooled down,I was stock with no power then. Thanks

 

[dresslered]

I was talking with a mechanical engineer at work (who also builds his own airplanes) and he says that he runs airplane engines up to 1400 degrees and then leans them out to 1350-degrees for the duration of the trip. He claims that the exhaust temperature is much higher than the piston ever sees. His pyro also scans all the cylinders and reports back the hottest. I am not sure how this would translate to the ISB though, but it might help expain why "some" people have yet to melt thier pistons!

------------------
David Dressler
2001 Driftwood 3500 Quad Cab 4x4, 155 inch WB, HO Cummins (ETH), 6-Speed (DEE), SLT+, 3. 54 LSD, Camper Special, Trailer Tow, Heated Leather, Sliding Window, Jacob's E-Brake, Rhino Liner, VDO Vision (pyro, boost, engine + diff. temp. ), Weather Guard Diamond Plate Saddle Box, Tork Lift camper tie-downs, Mag-Hytec, Mopar Tow Hooks, AND functional Halo light!
Bigfoot 3000 10. 11 Slide-in Camper. "Do it in a Dually"


[This message has been edited by dresslered (edited 04-16-2001). ]

 

[JTBMC]

So if Cummins runs substained test at 1300 egt should'nt the ECM monitor the egt's on a stock engine to prevent melt down or other problems related to heat build up. And with water temps running up to 230 momentarly during a long pull what can be done to aid in water cooling abilaties while pulling. I've changed fluids and thermostats, twice and on a long hill can still push 210 at 1100 degrees egt pre turbo.

------------------
1999 CUMMINS 3500 Quad Cab SLT Auto 4X4 3. 55 LSD K&N D&D#1'S stright piped w/ resonator. Smittybilt Outland Grill Guard,Nerf Bars & Rhino Liner W/ Reese 5VR & G/N hitch. Soon to come Bill K's magic and 4" exhaust