6.5TD EGT Pyrometer Installation.

[More Power]

Here's where I recommend installing a pryometer for the 6.5TD.

http://www.thedieselpageforums.com/photopost/data/500/pyro02.jpg

You can see that the probe tip is more or less centered in the pipe, though exact center may not be critical for accurate readings.

http://www.thedieselpageforums.com/photopost/data/500/pyro01.jpg

Pyrometer placement allows plenty of clearance for the wiring.

http://www.thedieselpageforums.com/photopost/data/500/pyro03.jpg

Of course, you might want to begin with a more performance oriented mandrel-bent crossover pipe.

http://www.thedieselpageforums.com/photopost/data/500/pyro04.jpg

[DennisG01]

Other than being easier to install (since the crossover pipe is easier to take off, assuming bolts aren't frozen) compared to in the passenger side manifold (below the turbo), are there any advantages/disadvantages between the two?

Both my crossover and the manifolds are currently off my engine. Well, the crossover and manifolds are in my garage, RJ has my engine. ;)

[More Power]

I think the pics show the easiest install, but anywhere before the turbo is fine, and there are other opinions out there. If someone has some pics for a different install, post them. More info the better. :)

Through the years, some have expressed a concern that only one bank is being measured when using the above install, and you wouldn't catch a hot injector on the right (opposite) bank. That's true. You also wouldn't catch a hot injector in either bank with the pyro right below the turbo... It would take pyros in all eight cyls to catch a hot (overfueling) injector.

Jim

[gmctd]

And the EGT is cooled some by road-draft across that single row heat exchanger, particularly in winter climes - prolly be much closer to actual temp at the driver's-side exh man flange, due to averaging in the passenger-side exh manifold.

Deal - or no deal?

[More Power]

And the EGT is cooled some by road-draft across that single row heat exchanger, particularly in winter climes - prolly be much closer to actual temp at the driver's-side exh man flange, due to averaging in the passenger-side exh manifold.

Yes, deal.... I know some are using a ceramic coated crossover pipe and some have wrapped the crossover using thermal insulating exhaust tape, each intended to help maintain the exhaust energy delivered to the turbo. It might help a little.... :)

Jim

[Robyn]

The Banks units for the 6.2 are in the front of the RH manifold where the exhaust exits the number 2 port.

cant get much better than that.

I really think the cooling effects that close to the cast manifold are going to be negligable as the probe is right in the stream of gasses coming out of the exhaust ports.

The big trucks usually have the probe down wind of the turbo about 6 inches or so.

I think the location Jim has it shown here is probaly going to be as accurate as is needed for most of our needs.

Also it looks like a place you can get to fairly easy if need be.

[ronniejoe]

The crossover location is probably the best for raw EGT reading. However, if you are interested in turbine inlet temperature, the location in the passenger side manifold is better. There likely is very little difference between the two, however.

I ran many thousands of miles with my thermocouple in the crossover, then switched to the manifold. Didn't do any side by side comparisons; however, I didn't notice any significant difference.

[Robyn]

My main concerns of having a EGT gauge is just to keep the sucker out of the "Crispy Zone"

If you were interested in some absolutes then maybe have at least two and possibly three gauges with the probes located at different spots to compare.

I would certainly say that the closer to the port the more accurate the reading as far as how the temp is going to equate to the parts that take the abuse such as piston crown and exhaust valves

[More Power]

It's been a few years now, but I once heard a sad story about a pyro install.... The owner dropped the truck off at a muffler shop with a copy of the above instructions, then left. Instead of dropping the crossover to drill a hole and weld on a fitting, the shop flunkie used a cutting torch to blow a hole in the pipe, then welded on the fitting w/o dropping the pipe.

Once leaving the shop, a chunk of slag redesigned the turbine wheel..... :(

Jim

[Robyn]

Oh that would have been ugly

Chunk of slag traveling at warp speed sails through the turbine CATWAAAAAAAAAAAAAAAAAAANNNNNNNNNNNnnnnnnnggggg :eek:

Then the boost went away as the turbine, now way out of ballance tore itself to shreds along with the housing. :mad:

The owner then returns and chases the shop flunky around with mahem on his mind.

This sort of story somehow does not supprise me. Far too many people out there that dont have any idea about why things are done for certain reasons.

If the pipe was off, the torch trick although being crude would have been fine if the mess was cleaned up afterwards.

Did you hear of the official outcome??

[More Power]

Oh that would have been ugly

Did you hear of the official outcome??

No, I didn't... Although I have some idea what I would have done... :eek:

Some have expressed concern about a pyro being upstream of the turbo, and that a broken/loose pyro tip would destroy a turbine. They say it's best to mount it downstream of the turbo.

I've yet to hear of this happening in a pickup installation... Pre-turbo is best from an accuracy standpoint.

Jim

[DmaxMaverick]

I've heard the same claims for years of the thermocouple tip burning/breaking off and eating a turbo. It's true, it could happen. But, it's more likely you'll have the same result from a glow plug tip, and there are 8 of those. It's more likely you'll blow a tire and wreck the whole package. The only solution is to park your truck and only look at it. Don't even start the engine. Driving around causes wear on tire tread, too.

Most pyro's are preturbo, and I've only heard of one case where a thermo tip met the turbo. And that was due to the valve that broke, hitting it on the way by. He wasn't worried about the tip too much by that time.

[JohnC]

The same probe is used in aircraft piston engines to measure turbine inlet temperature. TIT readings regularly top 1600*F for hours on end. If there was any history of the tips damaging the turbo, it wouldn't be done that way...

[Robyn]

Yes, as the burnt pistons and broken valves knock the tip off the pyro as they pass down wind..

Put up a clod sifter in the turbine inlet.

Most big truck stuff is after the turbo about 6-8 inches and thats a 5 inch pipe.

I agree, for very precise accuracy the closer to the valves the better. Beyond that I personally dont see any big whoopy.

If one is paranoid about the tip rearranging the turbo mount it after the turbo and mark the crispy zone accordingly on the gauge.