Why measure egt

So the big question is, what constitutes excessive EGT? Remember, excessive EGT damage is cumulative. The higher the EGT, the shorter that time will be. There are some exceptions to the above EGT limits if the driver is willing to trade off some risk of engine damage for brief spurts of maximum power or performance, such as for a quick burst of acceleration, a drag racing contest, or even a truck pull event. These racing products allow operation at EGTs above degrees, but unlike the makers of competitive diesel tuner boxes who place no limits on excessive EGT, Banks still builds in limits with the Speed-Loader, and adjustable EGT stops for the 7.

The Six-Gun and Speed-Loader products are not intended for use on motorhomes or pickups towing trailers. As we pointed out earlier, high EGTs are the result of too much fuel for the available air. Another possible solution is to downshift if your speed permits it. Some drivers swear by this procedure. This is true even when the EGT are below the danger point. That brings us back to Banks power system engineering. All the Banks systems excluding Banks racing products, see Racing the Diesel elsewhere on this site are engineered to first improve the airflow capability of the engine.

Every power system has its own specifically calibrated OttoMind for the power level of the system on that particular vehicle. Such low EGTs pose no threat. In fact, the lower the EGT for a given speed and load, the more efficiently the engine is running.

You must be logged in to post a comment. This pressure and temperature rise is what pushes the piston down, creating horsepower and torque. One important thing to remember is that although this process occurs very quickly in a diesel engine, the slow-burning properties of diesel fuel keep the fuel burning for up to 40 degrees of the crankshaft's rotation, also known as crank angle.

During the engine's power stroke, energy from the fuel's combustion pushes the piston down. But not all of the energy released from the fuel is converted into work. The unused energy becomes heat, some of which is absorbed by the pistons, cylinder walls, and cylinder head s. The rest of the exhaust heat gets forced out of the engine during the exhaust stroke-and this heat is what we read with our EGT probe mounted in the exhaust manifold.

The exhaust heat temperature that we read on our EGT gauge will theoretically always be less than the peak in-cylinder temperature.

However, it is also possible that the exhaust gas temperature at the EGT probe will be more than the sustained in-cylinder temperature, especially if the engine has radical fuel tuning. This false reading can be caused by excess fuel igniting in the exhaust manifold, which creates a secondary combustion event. Either way, high exhaust gas temperatures put the engine, exhaust valves, and turbochargers under a tremendous amount of strain and can lead to component failure.

This is why we monitor EGT-to keep things from melting, cracking, and breaking. How Hot Is Too Hot? Based on our own experience in the sled pulling and drag racing world, we can definitely say that any engine running at 1, to 2, degrees EGT for more than a second or two should be rebuilt every season and may incur turbocharger, cylinder head, or piston damage during the season. It's just too much to ask a diesel to run at those types of temperatures. I just wanted to ask if you ever have any trouble with hackers?

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EGT is affected by mixture. Leaner mixtures cause EGT to decrease simply because less fuel produces less energy. Richer mixtures also cause EGT to decrease because excess unoxidized fuel absorbs heat energy when it vaporizes. Important: The absolute value of EGT is not important. EGT is also affected by ignition performance.

You can see this EGT rise every time you do a pre-flight mag check. When adjusting power settings and mixture, CHT is the most important reference measurement, because CHT is the best proxy we have in the cockpit for internal cylinder pressure ICP which represents stress on the engine. As long as CHT is does not exceed the desired target, whatever mixture you have set is fine. You obviously need an engine monitor to measure the CHT of all six cylinders or twelve if you fly a twin.

If all you have is the factory CHT gauge, then all you know is the CHT of one cylinder and only very approximately at that — you have no idea how hot the other five are running.