Exhaust temps

[Bat21]

....If your concerned about coolant temps do the stock gauge mod or fit a aftermarket gauge.

Thanks CG..... I might see if there is time to fit an aftermarket gauge before we head off.

Ex RR ? Three of my uncles were RR inspection engineers based in Derby. Would that have been on aircraft piston engines? Period was wartime and just after. They are dead now so I cant ask them. One saw me working on my Norton and said to be careful not to do the "strong man act" doing up nuts. A badly fitting 3" exhaust might well strain the manifold.

Rolls Royce Shrewsbury, working on the Eagle Diesels and other military engines.

I made sure they fitted the bracket that stabilises the down pipe off the manifold (above the flexi) to the bell housing to the new system.... they even made a mess of that but it does still do the job.

 

[Firewout]

Paul,
the shiny surface does influence the reading. At work we wanted to read the temperaure of a shiny tank and the thermal camera picked up the temperature of the flare half a mile away that was reflected on the shiny stainless steel surface of the tank.

 

[Dilligaf]

Had a 3" side exit stainless exhaust system made by ProSpeed last week and have to say I wasn't too impressed by what they produced, but that's another story.

I was out today giving the truck a bit of a shake down prior to a big trip next month and noticed the exhaust was running at 115C just after it exits the turbo..... this was after a long up hill climb. On the flat it was about half that at 65C.

Are these normal temps?

Hi, I have just made a similar mistake regarding exhaust temps on a 1995 1HDFT 4.2 Diesel engine, with 3" exhaust, top mounted intercooler, HD Torana reverse bonnet scoop and trans cooler. I just fitted a new turbo from Garrett which runs at 20psi, but I have turned it down to 16psi. I was advised to fit an EGT Gauge along with a Boost gauge, I did and chose SAAS.. The EGT gauge would not register, so it was assumed it was a 'dud'. Checked all wiring etc and everything was fine. After a really long 'pull' with a trailer up a long hill, I jumped out and with a laser temp meter checked the temp where the sensor was placed in the correct position. The exhaust was at 128 degrees C. The SAAS gauge starts to register at 3 x 100C + 300 degrees C.
No wonder it did not register, and I doubt that it ever will. The new Garrett turbo fitted directly into where the OME Turbo came from, and the truck really 'boggy's now with no need to alter fuel pump etc. Still get 13 litres to 100K.

 

[Towpack]

Where have you fitted your EGT sensor? I have a deg F gauge which can hit 1200 (650 deg C) on long uphill pulls while towing, 3" exhaust but otherwise standard 1HD-FT. This is with the sensor pre turbo. At tick over it runs around 300F. Even post turbo I would expect more than 128C.
Pre turbo is the optimum place for measuring EGT's IMO, as close to the exhaust ports as possible.

 

[guruvetim]

I have an EGT gauge in my 100 series 1HDT with a G turbo fitted. The sensor is drilled into the exhaust manifold. I think from memory mine hits about 700c after some reasonable acceleration. I'll be back in Zim on Monday so I'll have a proper look then..

 

[Dilligaf]

Where have you fitted your EGT sensor? I have a deg F gauge which can hit 1200 (650 deg C) on long uphill pulls while towing, 3" exhaust but otherwise standard 1HD-FT. This is with the sensor pre turbo. At tick over it runs around 300F. Even post turbo I would expect more than 128C.
Pre turbo is the optimum place for measuring EGT's IMO, as close to the exhaust ports as possible.

The sensor is fitted post (after) the turbo. Why would you need to know the temperature before the Turbo? It's the temp after the Turbo that I am interested in. Why are you still using F when everyone else uses C? I am trailing an aluminum fishing boat. The hill I am talking about is the 'Bombay Hills' main highway at the start of the Auckland motorway, which is about 5k long. This is where motorists slam their foot to the floor and want to be the first over the top. I can drive up this easily at 125k in overdrive, without a trailer (I have to button off due to the speed limit being 100k and cops waiting at the top) and the OME engine temperature gauge will still sit where is normally is, just below halfway. I get 13 L to 100K.

 

[Lorin]

The sensor is fitted post (after) the turbo. Why would you need to know the temperature before the Turbo? It's the temp after the Turbo that I am interested in. Why are you still using F when everyone else uses C? I am trailing an aluminum fishing boat. The hill I am talking about is the 'Bombay Hills' main highway at the start of the Auckland motorway, which is about 5k long. This is where motorists slam their foot to the floor and want to be the first over the top. I can drive up this easily at 125k in overdrive, without a trailer (I have to button off due to the speed limit being 100k and cops waiting at the top) and the OME engine temperature gauge will still sit where is normally is, just below halfway. I get 13 L to 100K.

I would suggest speaking to a good turbo specialist or doing some additional reading. Post turbo temperatures are next to useless. EGT probe needs to be pre-turbo in the manifold.

 

[Towpack]

The sensor is fitted post (after) the turbo. Why would you need to know the temperature before the Turbo? It's the temp after the Turbo that I am interested in. Why are you still using F when everyone else uses C? I am trailing an aluminum fishing boat. The hill I am talking about is the 'Bombay Hills' main highway at the start of the Auckland motorway, which is about 5k long. This is where motorists slam their foot to the floor and want to be the first over the top. I can drive up this easily at 125k in overdrive, without a trailer (I have to button off due to the speed limit being 100k and cops waiting at the top) and the OME engine temperature gauge will still sit where is normally is, just below halfway. I get 13 L to 100K.

The alloy pistons will be the first thing to suffer if the EGT's go too high for too long, that's why you need the sensor as close to the combustion chamber as possible. The temperature drop across the turbo is an unknown quantity so makes a post turbo reading pointless. It's like putting your central heating thermostat on an outside wall.

Deg F or deg C, makes no difference as long as you know the danger limit. My gauge came as deg F, never regarded it as an issue.

Why are you using L per Km when everyone else uses Mpg?