Diesel engines are not indestructible. Aside from running a diesel without oil, or filling the fuel tank with gasoline instead of diesel fuel, few things will damage or kill a diesel engine faster than excessive exhaust gas temperature (EGT), yet strangely enough, no diesel 4WDs or motor-homes come equipped with a pyrometer as standard equipment to monitor EGT. During normal operation of such vehicles, EGTs usually stay within safe limits, but situations can occur when power add-ons like Diesel Chips are added and the where the EGT gets too high, doing serious engine damage without any warning to the driver. A pyrometer that displays a diesel’s EGT can warn the driver of dangerous conditions before such damage occurs.
That’s why a Chip Tuning EGT Controlled Remapping Module with EGT Gauge and Pyrometer is part of our High Performance Power Solutions Module and probably why the system is one of the most popular items we sell.
A pyrometer is a temperature gauge designed to measure high temperatures above those measurable with an ordinary thermometer. It consists of a temperature-sensing probe (thermocouple) that is placed in the area, or flow, to be measured. The probe is connected to a gauge, which is located a safe distance away from the high temperature source. On a diesel, this means the pyrometer sensing probe is mounted in the exhaust manifold or immediately after the turbine outlet of the turbocharger, and the gauge is mounted in the driver’s compartment. The purpose is to measure and display EGT in degrees Celsius (C.). Where the probe is positioned before the turbine section of the turbocharger, the EGT may also be called the turbine inlet temperature. As you would expect, EGT measured after the turbo is called turbine outlet temperature.
We might mention that some mechanics fear installing the pyrometer thermocouple in the exhaust manifold for fear the probe will break or burn off and blow into the turbocharger. Such a piece of foreign material entering the turbine would cause serious damage that could in turn break the compressor wheel of the turbo, sending broken pieces into the intake system of the engine where even more damage could occur. While the above scenario is scary, it is also unlikely. Today’s quality pyrometers feature thermocouples that are sheathed in stainless steel to prevent just such an occurrence. It is exceedingly rare to find a diesel mechanic that can honestly say he’s ever seen a thermocouple that has failed and fallen into the turbo on a diesel pick-up or motor-home. It just doesn’t happen with a good pyrometer like what is offered with the Chip Tuning product.
Whether the pyrometer thermocouple is mounted before or after the turbine is usually a matter of finding a suitable mounting location or a convenience one. It should be noted that when the EGT is measured after the turbine, the turbine outlet temperature at full throttle or under a heavy load typically would be circa 100 Deg C. lower than the EGT measured in the exhaust manifold. The temperature drop after the turbo indicates the amount of heat energy in the total exhaust gas flow that was used to drive the turbocharger. The temperature drop through the turbine is also related to the total flow and speed of the flow through the turbo. At part throttle, under light load, such as cruise conditions, the turbine outlet EGT may be 250? C. lower than the turbine inlet temperature, but the total exhaust flow is much less than at full throttle. At high turbine speeds (under heavy load) the exhaust gases simply don’t have time to give up as much heat energy as they speed through the turbine. This variance is why installation of the thermocouple in the exhaust manifold is considered more accurate, however, as mentioned the fitment after the turbo is not problematic. The EGTs discussed in the remainder of this article will all be turbine inlet temperatures.
At Chip Tuning, we recommend the installation of a quality, fast acting pyrometer on any turbo-diesel vehicle. It’s an inexpensive upgrade that allows the driver to keep his engine out of EGT trouble, and it can even be a guide to optimum fuel economy.
So why are EGTs important? EGT is an indication of how hot the combustion process is in the cylinders, and the amount of “ after-burning” that is occurring in the exhaust manifold. EGT is also directly related to the air/fuel ratio. The richer the air/fuel ratio in a diesel, the higher the EGT will be. Two things can create a rich mixture under heavy loads or at full throttle: the first is too much fuel, and the second is not enough air. That seems simple enough, but it’s the second part, not enough air, that could get a stock, unmodified truck or motor-home in trouble. Anything that restricts intake airflow, or intake air density, limits the air mass that gets to the cylinders. Think of it as the amount of oxygen getting to the cylinders to support the combustion of fuel. This could include: a dirty or restrictive air cleaner, a partially blocked air intake, high outside air temperature, high altitude, restricted airflow to or through the radiator or inter-cooler, and high water temperature. The vehicle’s water temperature gauge will provide a warning of a cooling system problem all too late and other problems aren’t likely to be noticed without a pyrometer unless the driver notices excessive exhaust smoke. A pyrometer also reacts more quickly than the water temperature gauge, so it allows the driver to spot a problem sooner and avoid engine damage. A restrictive exhaust system can also reduce the airflow through the engine, resulting in a rich condition. Any of the above conditions can result in excessive EGT if the vehicle is working hard, such as pulling a heavy load, running at sustained high speed, subjected to climbing a long grade, etc. With regards to the amount of air available, our Performance Module will actually increase air flow by adjusting turbo boost automatically in relation to the load of the engine on most common rail vehicles. Just another reason to trust a Chip Tuning Diesel Performance Module.
We’ve already mentioned that excessive EGT can cause engine damage or turbocharger damage, but let’s get more specific. Which parts will fail first is a matter of the design and materials used in the various parts of the turbo-diesel, but usually it starts with the turbocharger. Under sustained excessive EGT, the square corners at the outer ends of the vanes, where the material is thinnest on the turbine wheel, can become incandescent and then melt, resulting in a rounding off of the square corners. If you or your mechanic finds this indication before anything more serious happens, consider yourself very lucky, because shortly after the tips melt, the turbine wheel goes out of balance and wipes out the turbocharger bearings, which may or may not result in shaft failure and destruction of the turbine and compressor wheels. Excessive EGT can also erode or crack the turbine housing. In extreme cases, high EGT can drive the turbocharger into an over-speed condition that exceeds the designed operating speed due to the additional heat energy. When this happens, either the turbine wheel or the compressor wheel may burst. If the turbo doesn’t go first, excessive EGT, if sustained, will damage the pistons. Such damage can include piston deformation, melting, burning, holes, cracking, etc. This damage is cumulative, so if you slightly burn a piston top, the engine may continue to run without problems, but the next time you run excessive EGT more damage may be done, and so on, until failure occurs. Piston failure can be catastrophic — that means very expensive. At a minimum, an engine overhaul will be required, and that too is expensive. Excessive EGT can also cause exhaust manifold and cylinder head cracking. Exhaust valves can fail from high EGT as well. Among the first engine parts to suffer damage will be those made of aluminium since aluminium has a lower softening and melting temperature than steel or cast iron. Diesel pistons are aluminium and a growing number of diesels also use aluminium cylinder heads.
We mentioned earlier that excessive EGTs are due to a rich air/fuel mixture, which can be caused by too much fuel. Too much fuel is typically the result of modifying a turbo-diesel for more power. Not all diesels are modified for speed or maximum pulling power; some diesels are modified for better towing and passing performance. There are many products on the market that claim to increase diesel power, but almost all of them increase fuel delivery at full power with little regard for EGT. It is superior engineering, extensive testing, and calibrated fuel management that set the Chip Tuning Performance Modules apart. Chip Tuning Performance Modules, available from the Our Online Shop (see links below), are designed and built to avoid excessive EGT. Our Performance Modules are engineered to give the best value in power and reliability.
So the big question is, what constitutes excessive EGT? If everything is working properly, 700? C. is a safe turbine inlet temperature, even for sustained running, run after run. Above 700 Deg C. and things can start to be fraught with peril. Remember, excessive EGT damage is cumulative. Over 760 Deg Cel., you’re usually gambling with a stacked deck and the deck is stacked against you, and it’s only a matter of time until you lose. The higher the EGT, the shorter that time will be.
There are some exceptions to the above EGT limits and our EGT Controlled Module allows this whilst looking at the safety aspect. The EGT Controller is programmable to any temperature required. We usually see what the max temp would be reached in Stock form as set the alarm at 10% higher that this. Our Performance Chips will then have a built-in protection unlike the makers of competitive Chips who place no limits on excessive EGT, The Chip Tuning Performance Modules by Chip Tuning provides protection AS YOU DRIVE. Higher EGT settings are not intended for use on motor-homes or 4WD’s towing trailers. For the owner of a diesel motor-home or a 4WD used to pull a trailer, it’s always better to play it safe and adhere to a 650° limit, and Chip Tuning Performance Modules deliver these safe performance increases for these vehicles too.
As we pointed out earlier, high EGTs are the result of too much fuel for the available air. If you see EGTs climbing over 650 Deg C., the fastest way to reduce the amount of fuel going to the engine is to back off the accelerator. Another possible solution is to down-shift if your speed permits it. For example, while the engine might be capable of producing enough power to pull the load in fifth gear at high EGTs, running in fourth gear at lower EGTs is definitely easier on the engine as long as the engine’s RPM red line is not exceeded. The third way of reducing EGTs is to add more air. This is accomplished with a turbo charged vehicle by increasing turbo boost. Again, the Chip Tuning Performance Module allows boost increase via the standard secondary feature of Turbo MAP Modding. By increasing the airflow to the combustion chamber, fuel can be added in a precisely calibrated manner to increase power while maintaining an acceptable air/fuel ratio that doesn’t create excessive EGT.
Excessively high EGTs mean over-fuelling, so “driving by the pyrometer” to keep EGTs in the safe zone can actually improve fuel economy. Some drivers swear by this procedure. This is true even when the EGT are below the danger point. Of course, driving by the pyrometer can be a nuisance, and it takes away from the driver’s full attention to the road. In addition, some drivers just don’t want to be bothered. That brings us back to Chip Tuning Power Module with EGT Control which includes has the automatic detuning built-in to reduce high EGTs. Yes, its fully automatic!
So far, we’ve been talking about peak sustained EGTs at full power or under a heavy load, and certainly EGT needs to be kept within limits for engine and turbocharger reliability. At all other times, the EGT of a turbo-diesel will be lower, usually below 540 Deg C., and sometimes much lower. 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. Most owners will note a reduction in EGT as well as Intake Air Temps (IAT) at cruising speeds after installing a Chip Tuning Power Module on their turbo-diesels, and that’s good news.
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