Sergeant

Actually the older 12v engine can handle the heat as well. My dad owns a construction company in West Palm Beach Florida. The 6 Kawasaki loaders have 12v engines and run wide open all day long at @180hp @ 2500 rpms and they do run pretty warm because trust me it hot there in the summer. Also have a 24v in a backhoe that runs all day long wide open @ 230hp. These engines are each built for a variaty of hp levels and rpms levels. Look at the marine engines. You can buy a 12v, 24v, 24v cr are can take huge amounts of abuse. Hell, my grandpa has a JCB 4x4 tractor that has a 12v with a VP30 fuel injection pump. That RIGHT!!! an electronic VP on a 12v. He runs the poo out of it everyday on the farm. That baby gets HOT too! Most CaseIH tractor run 5.9 all day a high rpms as well. I think it just comes down to how you drive your truck and maintain it. Stated earlier than it ran hot running a/c in hot weather. It's not the engine at fault. COuld have been faulty fan clutch, radiator or intercooler clogged with dirt, and may if rarely a bad water pump. Each engine has a limit. If you look at commerical Cummins engines vs Dodge Cummins engine there is a BIG differ in how the eletronics are set up and what they can handle. Each is built for the appilcation they're going into.

John DiMartino

Seargent,I agree the 12Vs can handle the heat,but running at 180 or 230 HP continously with little emission controls and 325 with tight control is a big difference.At 325Hp the heat is much greater due to the HP being made,and due to the tight exhaust housings needed to limit smoke on spool up and meet emission standards. The only 6BTs that run high HP continously are in marine applications,where the cooling and intercooling systems are in endless supply.

jrussell

OT and I should know this already, but what size exhaust housings do the 06's come with stock?

DBLR

The 2006 comes with 4 inch exhaust

jrussell

I mean "exhaust housing"...as in turbine housing?

truckjunkie

I asked Cummins the same thing as the original question of this thread a couple of years ago. I DID get a response:

Here's the text of the message as I typed it to them:

"Hi - I'm looking at installing an EGT gauge in my 2004.5 Dodge Cummins.
The engine is the 325HP/600 Tq model. I've been told the two locations
that the EGT probe can be mounted are pre- or post-turbo. The
pre-turbo mount option requires the drilling and tapping of the exhaust
manifold, and the post-turbo requireds the drilling and tapping of the
downpipe. My question is: you guys have the experience with these engines in trucks that actually matter: i.e. big rigs, etc. What has been your
experience on the best place to mount an EGT probe - pre or post turbo?
That said, what are the 'safe' readings for temperature for both
locations: a) max EGT pre and post turbo, and b) recommended shut down EGT pre and post turbo. Your comments/reply are greatly appreciated.
Thank you VERY much !"

and here's their response:

"Thanks for your Email message.

Under full load, most Cummins engines produce exhaust temperatures in
the cylinder about 1300 degF or so, on the engine dynamometer. In the
Dodge Ram application, it is not likely the engine could be ran at 'full
load' operation in the chassis but if it could (or if overfueled), the
exhaust EGT ahead of the turbocharger should not exceed the 900 to 1100
degF range. The exact temperature will vary on different applications
with different pyrometers and the location of the temperature probe.

The pyrometer measures exhaust temperature and the probe is usually
mounted about 2 to 6 inches from the turbo outlet (after the turbo) and in
that area the exhaust temperature under 'full load' conditions should
be in the 700 to 900 degF range. The pyrometer probe could be installed
ahead of the turbo for maximum exhaust temperature out of the cylinders
(900 to 1100 degF), however, if the probe ever fails, it goes directly
into the turbocharger and will likely cause a catastrophic failure of
the turbocharger, plus additional engine damage.

Operation and maintenance will determine which expected engine life.
Adding too much "heat" without letting the engine breathe or reject it at
lower RPM is called "lugging." Engines with standard ratings and
operated in "severe duty" applications cannot expect to achieve more than
60% of the durability life-to-overhaul of engines that are run at more
modest output levels.

For the best fuel mileage, reliability and durability, Cummins engines
should be operated between peak torque and rated speed. Do not lug the
engine when running in that RPM range. What is "lugging"? Lugging the
engine is when, at cruising speed, the engine is accelerated and it will
not increase the vehicle speed. Also, lugging is operating the engine,
under full load, below peak torque rpm....."

I installed my temp probe as they recommended (post turbo - pics in my gallery). I'm not planning on putting any power adders on my truck until the warranty runs out, mainly because I'm cheap and want to have the warranty last for as long as possible without getting hassled by the dealer. They're aware of the gauges, and don't have any heartburn with them.

jrussell

I just finished installing a pyro (pre-turbo) and hit 1260 (in a matter of seconds) unloaded WOT up a decent grade from 60mph. It was still climbing a little too but I had to slow down. So much for their recommendations.

truckjunkie

Yeah - I know a lot of people go above those numbers fairly consistently... I was just relaying the response I got from them.

On a side note, with my stock truck, I don't think I've ever gotten the EGT's over 850-900 measured post-turbo.

jrussell

Yeah, I think the altitude can make a big difference in EGT's too.

That response is kind of odd because I've read other material from Cummins that states the 12V are fine running 1250 pre-turbo all day long (literally).

n2dwild

Think about all the debate on this subject........

I own an 06 HO truck and personally keep my rig running no higher than 1300EGT for long periods.

On that note, something to think about:

EGT temps in a STOCK HO CUMMINS truck with no mods can easily climb to 1400 towing a load. How many new Dodge truck owners are running peddle down towing with NO EGT TEMP GUAGE? IF DODGE AND CUMMINS WERE SO WORRIED ABOUT THIS DON'T YOU THINK THEY WOULD PUT GUAGES IN THE TRUCK FROM THE FACTORY?

I personally believe in monitoring the EGT's and running your truck accordingly but it strikes me as very strange that Dodge and Cummins would build a truck that will fuel itself and work itself into EGT temps that are "unsafe?" without installing guages in the truck from the factory??????

The honest truth is that your average grey hair running a stock truck with a 30' fifth wheel lugging it over an 8% mountain pass has no idea what EGT's he is pulling (no guages) and is working that truck much harder than all of us over sensative guage watchers.

coparam4x4

Yea Buddy!!!

Arkapigdiesel

Question for you fellas.....

For those who have an EGT gauge installed pre-turbo and post-turbo....what's the difference in temperatures pre -vs- post?

03 ant a hemi

on my 2003 I see no more then 150 degree difference.

Raspy

After finally putting on an EGT gauge at 100,000 miles I finally figured out how hot I was running it. I love that 1600 RPM roar on hills. But now I feel sorry for it and downshift, to lower the EGT. I guess I've been pulling a lot of grades at about 1200* or so. It will take it but it seems better at about 1000.

Wetspirit

Arkapigdiesel

I emailed Cummins earlier today and asked them the above question + I asked them what they recommend as safe limits via post turbo probe temps. Their response was "we don't publish that type of information regarding exhaust".

What the frick kind of a response is that?