Towing and EGT's

[Roger Ledbetter]

I am getting ready for our annual RV trip up to Lake Tahoe.

With my set up we pull an 11,500 lb 5th wheel with the autos TC locked up and OD off. With my 3. 54 rear end this gives me about 2300 rpm at 55 mph. Right where the CTD is purring nicely. We can go over most hills fine but when we come to a steep grade my EGTS go up pretty quick. I usually slow down and unlock the TC to keep them below 1200. The truck is always still pulling strong and it would be nice to maintain 55 going up those grades without having to do any shifting.

I have a banks stinger plus kit on the engine so guess it is time to do more bombing, what do you guys recomend?

Thanks RogerLed

 

[Koa Man]

Add more air. More fuel will make your EGTs higher.

 

[Turbo Thom]

Roger:

I just installed a 4" exhaust from the US Gear de- celerator brake back. The temps towing 13K in the mountians of N Georgia dropped almost 200 *. I have been able to hit 1400 any time I wanted but now, really pushing it, I see 1200. Also when I stop the temps have been up to 450, with a long cool down period. Now it is right at 400 with a shorter cool down time. I have a 4" pipe and a 14 turbo housing that will give me 4 " all the way. That should really help cool it down.



Point is , 4" exhaust.



. . Preston. .

 

[DBR]

My guess would be with just the Banks Stinger Package and high egt’s, you probably have a plugged or plugging cat. You can easily replace your entire system with a 4” without the cat for 400 bucks as mentioned already, or you can take the legal approach and replace in-kind.

 

[phoekema]

exhaust temps

Something has to be wrong with the Stinger or something else. I pull about 13,000 + lbs with 3. 54 axle, auto (with ATS converter & valve body). My mods include RV injectors from TST and an Edge Comp. Running about 65-68 mph locked in OD, my rpms are about 1900. The exhaust varies between 800 on flat ground to 1100 on fairly steep hills - all the time maintaining the same speed with cruise.

In doing some expermenting before installing the egt and boost gages, I discovered the water temp actually runs lower with the Edge Comp in use (level 2, sublevel 2) than with it off. I understand it starts the fuel flow earlier giving the effect of advanced timing - maybe this makes a difference.

Paul H

 

[DBR]

Roger Ledbetter



Once you have verified that the cat is not the culprit, I would check the following items:

Fuel pressure - you could have a weak overflow valve, plugging fuel filter and/or plugging pre-filter screen.

Fuel shut-off solenoid - check for full stroke on opening.

Boost hose clamps for tightness, and hoses for leaks.

Last you could check and see if your timing has slipped (a possibility, but a very expensive check if you have to go to a shop to have it done.

Hope this helps some. I had the stinger plus as my original power enhancement for my 97 5 speed. The Banks system is a very solid one for towing, the only draw back I felt was the twin ram manifold, it was for looks and revenue-generating in my opinion.

 

[Dkevdog]

Re: exhaust temps

Originally posted by phoekema

Something has to be wrong with the Stinger or something else. I pull about 13,000 + lbs with 3. 54 axle, auto (with ATS converter & valve body). My mods include RV injectors from TST and an Edge Comp. Running about 65-68 mph locked in OD, my rpms are about 1900. The exhaust varies between 800 on flat ground to 1100 on fairly steep hills - all the time maintaining the same speed with cruise.

In doing some expermenting before installing the egt and boost gages, I discovered the water temp actually runs lower with the Edge Comp in use (level 2, sublevel 2) than with it off. I understand it starts the fuel flow earlier giving the effect of advanced timing - maybe this makes a difference.

Paul H

Paul- you are hardly comparing apples to apples trucks here- with his truck and current mods, this is pretty typical.



Kev

 

[phoekema]

apples to apples

Kev,

I am not really trying to compare trucks as being equal in any way. I guess I am suggesting maybe the Edge Comp is a bit more efficient at creating power than the Banks setup. Just an idea with regard to the way the Edge Comp supposedly advances the fuel delivery - I have no facts to back that up - just a thought. As has been mentioned and rightly so, many variables must be considered when troubleshooting something like high exhaust temps.

Just another comment to throw out... ... ... ... . We have all seen smaller vehicles such as minivans etc pulling far more trailer than they should. If some of those engines had EGT gages on them, I bet it would be VERY reveling as they mash the throttle to get up the next hill in hot weather with the a/c on!!

 

[BPINE]

I still am trying to figure out what is so bad about 1200 degrees??? I run mine right at 1300 all the way up any hill I run across to keep mine at speed. I do agree the lower the better but I am afraid that is just not in the cards.

 

[Gary - K7GLD]

"I still am trying to figure out what is so bad about 1200 degrees???"



EASY answer:



Absolutely NOTHING!



Most reputable power-enhancing aftermarket outfits specify 1300 degrees as the suggested "redline" point for EGT pre-turbo - and I ran my '91 for 120,000 miles, many of them pulling our trailer in steep grades in the 1100-1200 range with absolutely NO problems whatsoever!



My new truck, with the Edge Comp will run a maximum of 1200 degrees under those conditions, and *I* have not the slightest worry!

 

[phoekema]

more on EGT

Just another thought re: high exhaust temps. The duration of the high temps make a big difference. Running up a hill at 1300 degees for 30 to 45 seconds or so is completely different than holding 1300 hour after hour. EGT is not like the water temp - they can go up fast, but can come down just as fast once you crest the hill. A short spurt even into the danger area is not likely to do any damage as long as you don't maintain those temps for any length of time.

 

[Gary - K7GLD]

It's my understanding - based upon statements by diesel mechanics and those who work with these engines in commercial/industrial applications, that they are designed and engineered to run up against the governor at 1200-1300 degrees EGT virtually 24/7 for the life of the engine...



And keep in mind, OUR trucks actually see pretty LOW percentages of stress compared to those commercial/industrial apps, and are relatively detuned to boot!



I'm not suggesting tossing caution to the wind where EGT is concerned - only pointing out OUR "normal" operation and workloads are pretty puny compared to the real work world these engines were designed for!

 

[Roger Ledbetter]

Interesting points made

Thanks for all in input. The Banks operators manual stated watch out for 1200 and above 1250 being absolute max. I hold it to 1150 steady and with a little more pedal it goes to 1200 very quick. You can hear the turbo whistle like a teapot! A tech at banks actually told me one time 1300 was the limit so I know I am being conservative. I would rather be that way than have a broken down engine during a vacation trip.

My point still is this the truck wants to keep going even at 1200 and it sounds like I can push it just a little harder. Oh Yeah forgot to mention the boost is pinned at 30 psi when it is maxed out. I am not sure if this has anything to do with it but seems like power drops off around 2500 rpm, revs go up but just no power. Could be timing or fuel presure. I am going to look into that one.

Thanks again everyone!

RogerLed

 

[DBR]

Roger Ledbetter

One other option you may wish to do is disconnect and plug your waste-gate line and see if your boost pressure increases. This may help reduce your egt’s some. If this works you can shorten the waste-gate actuator rod a couple of turn to increase your boost pressure. You could also just use a small pair or vise grips and clamp the boost line for a short time just to see if the temps drop and the boost increases. I’m not sure, but if I remember right I had the 30 psi boost gauge with my Banks kit, so you’ll have to watch the egt’s.