Exhaust gas temperature and towing

I doubt that we are likely to hurt a stock truck. I see some of these older cattle farmers pull up with a big, loaded cattle trailer in trucks with 200k+ miles on them, and they don't know what egt means.

I run an Edge Insight and have installed a pyrometer prior to the turbo. My alarm is set for 1250 and I have tapped that a couple of times, but have not reached 1300. My truck is pretty much stock except for the EDGE, ARP Studs, and a BPD EGR Cooler. In my experience, I would agree with his statement:

"My EGT go up when downshifting. More gas flowing over the probe. My EGT will be lower if I don't have to downshift, but coolant and oil temps will rise. So better to downshift and lift my right foot a bit."

I try to stay at 1200 or less. Have my alarm set at 1250, and don't mind running the ragged edge of that for limited time.

Ford did not have OEM EGT sensors until the 6.4L in 08 MY, and I don't think the Dodge 5.9 ever did either. So no automatic defueling based on EGT on earlier trucks.

My EGT go up when downshifting. More gas flowing over the probe. My EGT will be lower if I don't have to downshift, but coolant and oil temps will rise. So better to downshift and lift my right foot a bit. The truck has more to give and I definitely have to monitor temps to stay safe.

I have a Banks Bullet tuner with the optional EGT probe, and run in stock mode 99% of the time. I actually had the alarm go off when =not= towing, pulling up the grade outside of Superior on the way to Globe. Surprised hell out of me, for sure. Threshold is 1150, IIRC, which is stock for the '02 D'max. I've only had it pop 1 other time, while towing, and in T/H mode on the Bullet. Hot day, pulling up the Black Canyon grade N of Phoenix and pushing things a bit. Backed down a bit and it went right out.

Lyle

Thanks Kampingguru. That reply was classic.

Thanks to all who responded. I am going to change my "monitor and react" threshold to 1,200 degrees from 1,300.

I monitor pre-turbo on my 250 7.3. It has a DP Tuner with a 40HP Tow program for hauling the RV. Several other tunes as well but for the purposes of this discussion, I will stick with the one tune. I have a 4 Inch Turbo back magnaflow exhaust, AFE Intake with Pro-Guard 7 filter and pre-filter sock, a Turbo Intake housing and make 333HP peak with 900ft/lbs of torque at peak. I have had a BTS transmission installed as well. With this setup, I can easily reach 1200 degrees when pulling up a hill if I dont back off. If I didnt watch the pyro and take my foot out of it, it will just downshift and pull the gates off hell until the truck explodes. The temp limit comes from the melting point of the pistons. I have already lost one head gasket and head gaskets do not go on these trucks as a rule. The old saying "You have to pay to play" certainly pertains to modifying trucks. A mild tune can make hauling much more enjoyable and even easier on the truck as it doesnt have to downshift. That Pyro gauge can save you a lot of hadaches if you pay attention to it.

We monitor pre turbo EGT. We have it set to red light at 1200 degrees then we back off. Only see 1200 or plus on long hard pulls.

I'm running a 2001 duallie with 4" exhaust, Edge EZ, 90 hp injectors, and a couple other small add-ons. I do watch my pre-turbo pyrometer readings or I will run the risk of a melt down. Longer hills will have the temps climb pretty quickly into the danger zone of 1200+ degrees. This is with my 15,000 lb. toyhauler.

I have a 2012 Ram Laramie Longhorn short-bed crew cab w/6.7 turbo diesel HO (350HP/800lbs torque) towing a 29ft Montana and use an Edge Insight to monitor a whole range of temps and pressures. Turbo timer idles until PTEGE 350F. Never put in the pre-turbo sensor for fears of the pyro failing and losing a turbine because of it. It does in fact happen. Post turbine temps have never exceeded 950F and if I get at all concerned I downshift to keep the engine in it's optimum power range ~1,900 RPM. That simple downshift sees temps drop by 200-300 degrees. IMHO, if you're RVing you aren't in such a hurry to get anywhere that warrants risking an engine/turbine.

1250 degrees is good all day long.
1251 degrees is bad.
You get the idea. Lower gears, higher RPM, slow it down a little and keep the engine from lugging so much. Brief hits up to 1300 or so aren't bad every once in a while, but you don't want to see much of that. Pyrometer should be pre-turbo, in the exhaust header.