Cummins diesel

I do have a spare air cartridge diesel dave had bought so will definitely look into that as well.

Took her out for a spin and three night trip and it was SO nice to be in her again.

Thank you!

Sure glad you have the rig out and getting read to use it! Another option for you is to swing it by Banks for a lookover too. The 8.3 with Banks system should get you up and running over any hill with relative ease. After sitting for three years, possible that something is not working correctly for you on the turbo. Another possibility, is that the 'brains' of the Banks systems can sometimes go out. This should default you back to normal engine behavior. From reading other posts on the 8.3 and the Banks systems, Banks no longer can obtain the 'brains' for the system. So if it has stopped working, you'll need to try and find a used or salvaged 'brain'. Very doable, as a gent on IRV2 just found a New Old Stock full Banks system for the 8.3, and had Banks install it. The 'brain box' for his unit did not work, and they found a replacement for him. Just completed this install within the last month.

And, as others have said, nothing wrong with having Cummins Cal Pacific shops look over the rig. At this age, and sitting dormant, check the hoses, belts, thermostants, etc. Probably would not hurt to have it dyno tested to see if all is up to snuff from the Cummins side of things.

One last tip for you, is look over the receipts from what and see when the last Air Cartridge was replaced. If over 4-5 years ago, safety item to replace again.

Best of luck, and have fun,
Smitty

Winterwolf227 wrote:

Folks have reported this should be between 200F and 600F cooler than the "pre" turbo values. This is the problem with using a "post" turbo EGT gauge. It is hard to know what the maximum numbers should be. But, I would think using 900F or so as the maximum values would be in the ballpark, usually.

I have a post turbo EGT reading of 900 all the time, and that is under easy throttle with 2200 rpms in 3rd gear. So I would think that 200-600F cooler than pre turbo is off. I do believe it is cooler, but not by that much ?

I agree that under "easy-throttle" operating conditions, a 200F differential factor is probably a realistic value.

The up-to-600F differential factor comes from folks who have pyrometers installed in both "pre" and "post" stations on the same vehicle. I have seen their reports indicating that under very heavy engine load conditions (like towing up a long and steep mountain grade) the "pre" gauge initially can read up to 600F higher than the "post" gauge. After the grade, things can settle down closer to the 200F differential value.

I like the pre-turbo position because it shows the true instantaneous temperatures being experienced by the engine. It does not have the guessing factor that the post-turbo position requires under heavy load. I drive by the pyrometer when climbing mountain grades, downshifting and/or slowing as I hit the 1250F pre-turbo EGT limit.

Cummins EGT
Pyrometer, 5.9-Liter Engine Guidelines
As a guideline, do not exceed 1000? – 1050?F with the pyrometer in a post turbo location such as the exhaust elbow or exhaust brake elbow.

If you installed the pyrometer pre-turbo, in the exhaust manifold, do not exceed 1250? – 1300?F. You will find the EGTs will parallel the position of your accelerator pedal. A typical 60 mph, halfthrottle
EGT number is 600? – 700?F if the probe location is prior to the turbocharger. Readings are usually lower if the probe is located after the turbocharger.


Pyrometer, 6.7-Liter Engine Guideline
We have found that the 6.7-liter engine’s exhaust is hotter than we’ve ever seen. Seldom do we see the temperature below 500°. For example, at cruise speed the 5.9-liter was 600°; now with the
6.7-liter engine 900° is the norm. I’ve seen the regeneration cycle keep the EGT at 1200° (with the previous 5.9-liter a 1200° reading would go hand-in-hand with lots of boost), with 0psi boost. So,
hot is the way the 6.7 operates.

Be advised that the registered temperature reading will only be 250? – 350?F (ambient air temperature and location of the sensor are the reasons for the variance) at initial start-up and idle. It takes
engine load to make the EGT escalate.

Here is More info on EGT and turbo stuff for diesels

http://www.dieselpowermag.com/features/0607dp_exhaust_gas_temperature_basics/viewall.html

BANKS POWER.. No question ;)

Folks have reported this should be between 200F and 600F cooler than the "pre" turbo values. This is the problem with using a "post" turbo EGT gauge. It is hard to know what the maximum numbers should be. But, I would think using 900F or so as the maximum values would be in the ballpark, usually.

I have a post turbo EGT reading of 900 all the time, and that is under easy throttle with 2200 rpms in 3rd gear. So I would think that 200-600F cooler than pre turbo is off. I do believe it is cooler, but not by that much ?

Raften wrote:
Cummins West does good work. It would be helpful if folks talking about EGT numbers mentioned pre or post turbo readings.

That's a great point.

In my earlier post, I believe I mentioned that 1250F EGTs (exhaust gas temperature) is normally considered about the maximum one should see on turbocharged diesels. This refers to "pre" turbo temperatures. That is, EGTs measured as they are leaving the exhaust valves and before the turbocharger.

However, if the EGTs are measured "post" turbo, that is, exhaust temperatures measured after passing through the turbocharger, then the values should be cooler. This is because some of the heat energy from the exhaust gas is used to turn the turbo and create pressure for the intake manifold.

How much cooler the "post" turbo readings should be is a matter of debate. Folks have reported this should be between 200F and 600F cooler than the "pre" turbo values. This is the problem with using a "post" turbo EGT gauge. It is hard to know what the maximum numbers should be. But, I would think using 900F or so as the maximum values would be in the ballpark, usually.

Cool thanks! :)

It is the same thing as a pyro. In a turbodiesel, especially one modified for more boost, you are keeping an eye on the Exhaust Gas Temperature (EGT) using a pyrometer probe that measures it.

Did his old posts mention where the pyrometer is installed, upstream or downstream of the turbo?

Jim