I towed my first heavy load this weekend - ~ 17,000lbs with my predator on 40hp TOW setting. I stuggled to keep EGTs 1200 or less. Anyone else have this issue or ?? Is there another chip/programmer that runs cooler?

Towing uphill, into the wind, speed, pyro location? there are quite a few variables involved, need more info.

from Springfield, Mo to Rolla, Mo is where I was towing and there are quite a few long steep hills. The head wind was not bad. The pyro is in the passenger side manafold. And the Ford I was running with was not having an EGT issue at all. On the same trip with similare wieght my dodge never got this hot with ALOT more HP, and got better fuel mileage. So I am just curious if I have something messed up or ??????

Thanks
Lynn

hmmm have you done anything to the intake? I don't see it n your tag, but that might help, I'm kinda out of ideas at the moment, someone will be able to help. 1200 Does seem kinda high.

From what I have read on this site everyone says the stock intake is fine.. so I have not spent he extra $300+ to upgrade it. I am thinking I might after this trip. :)

Other upgrades on the truck not listed in my sig:
- EGR blocker plate
- cat delete

Last I heard EGT's of 1350 or less are fine.

It would be interesting to see what your EGT's are with the stock tune.

Get rid of your pet cat, get a straight pipe or a straight through muffler, stick it by fingers, plate the egr and you will lower them by 1-200 degrees.
Mine never hits 1400 pulling 8,000 lbs in wyoming mountains with my banks tunre set on 4 driving 80 mph.

Get rid of your pet cat, get a straight pipe or a straight through muffler, stick it by fingers, plate the egr and you will lower them by 1-200 degrees.
Mine never hits 1400 pulling 8,000 lbs in wyoming mountains with my banks tunre set on 4 driving 80 mph.
The CAT is gone and the EGR plate is in. What Tune are you running?

I seems like the truck should be making alot more boost than it does. My cusions ford was running ~20lbs most of the trip while mine would be at ~5-10lbs. Seems if the box/tuner could better control the turbo fins the boost might be higher and help cool it down a bit.


Lynn

The lly is a low boost engine with numbers rarely seen above 20 max, Mine barely registers on the boost gage without a trailer running down the highwy at 60.
From my understanding the tuners do nothing to the turbo.
I have a six speed which I'm sure runs lower egts than running threw an automatic.
I run 3 or 4 on my Six gun tuner when running with a trailer but have been known to run 5 on flatter ground as well.
sometimes it is better to downshift when egt's get wild, this will drop them.

turbo lcc, in my opinion you hit the nail right on the head with your last post. The turbo just isn't putting out enough boost, more air would lower the EGT. I've talked to Predator about this, they are working on a custom tune for me right now. What do you see for max boost?

turbo lcc, in my opinion you hit the nail right on the head with your last post. The turbo just isn't putting out enough boost, more air would lower the EGT. I've talked to Predator about this, they are working on a custom tune for me right now. What do you see for max boost?
I usually only see 20lbs but it has spiked to 22ish. Let me know if that custom tune helps I would be interested in going that route also.

Lynn

Ya know, call me silly, but I didn't think 1200 deg pulling 17000 pounds in the hills seems that bad. That's alot of weight.! If it's a 3/4 ton, you are over the rating anyway. I would be curious what it runs without the 40 tune. I run the 40hp tune also, and it is a pretty hot tune. I bet stock it would be fine, but then again, like I said, 1200 doesn't sound 2 bad. 1350 is kinda what i heard was the limits to stay lower than...

just my 2 cents worth... I wouldn't be worried about 1200 deg......

My rig empty, on a 40 degree day will hit near 1700 without trying really trying at all with the 100hp tune loaded. What good is having the extra power if you can't really use it?

Turbo LLC, here is a thread I started on this very same topic, over a month ago. I, too, thought my boost was low for the load I was pulling. I expected to see in the 15-20 psi range...maybe predator has a new tune in the version 1.2


"Just got back from a trip from Albuquerque to Moab, Utah and back pulling our toy-hauler 5th wheel. Loaded up it weighs about 14k lbs...so no light weight for sure. I was really happy that I switched to a dually for this trailer, as it handled the weight a lot better than our 2500 HD.

A few things to note that I found interesting. 1. MPG's were really about what I thought they would be considering the truck is still pretty much a virgin. We left with about 1200 miles on the clock. Avg fuel economy driving 65-70 MPH was 9.5 with a best of 10.5. That's about what my LB7 got...so no disappointment there. 2. For anyone that says you don't need to worry about gauges with the 40hp setting on the predator and towing heavy...think again. I had to back out of the throttle to avoid going over 1300 degrees egt on several occaisions in 5th gear going up grades of about 3-4% and still had to watch it on grades of 6-8% in 4th gear. The truck has PLENTY of power in reserve, but keeping the egt's in check is a problem. 3. I found after driving at various speeds that 70mph is the sweet spot for my truck for both power and economy. I found that at 55-60 it bogged too quickly on longer grades, but at 70, I was able to maintain momentum up hills and kept the boost level up and the egt's down. 4. The turbo on the LLY sounds a lot different at higher boost levels than the LB7. It sounds like a super charger more than a turbo charger. Finally my truck ran reasonably cool. It never went over the 210 mark even up a long 7% grade at 2800-3000 RPM. Will have to see if there is a marked difference this summer.

All in all I am really happy with the performance and economy for such a "young" truck. http://www.dieselplace.com/forum/images/smilies/rockon.gif Hoping it will only get better as the miles rack up."
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I usually only see 20lbs but it has spiked to 22ish. Let me know if that custom tune helps I would be interested in going that route also.

Lynn
Huh?? I'm relatively new to the diesel power kick, but my 05 lly/allison with just a juice/attitude will see over 30lbs of boost! is this normal? It runs 8-12lbs running down the highway unloded at 70-75

Ya know, call me silly, but I didn't think 1200 deg pulling 17000 pounds in the hills seems that bad. That's alot of weight.! If it's a 3/4 ton, you are over the rating anyway. I would be curious what it runs without the 40 tune. I run the 40hp tune also, and it is a pretty hot tune. I bet stock it would be fine, but then again, like I said, 1200 doesn't sound 2 bad. 1350 is kinda what i heard was the limits to stay lower than...

just my 2 cents worth... I wouldn't be worried about 1200 deg......
1200 wouldnt be bad if that was going up the hill with no issue. Its the going up the hill @ 1400+ and lossing speed because you have to let off just so it will cool back off to around 1200. But your right is was a good sized load. I was just a little disapointed in the EGTs and the fuel milage.

Turbo LLC, here is a thread I started on this very same topic, over a month ago. I, too, thought my boost was low for the load I was pulling. I expected to see in the 15-20 psi range...maybe predator has a new tune in the version 1.2


"Just got back from a trip from Albuquerque to Moab, Utah and back pulling our toy-hauler 5th wheel. Loaded up it weighs about 14k lbs...so no light weight for sure. I was really happy that I switched to a dually for this trailer, as it handled the weight a lot better than our 2500 HD.

A few things to note that I found interesting. 1. MPG's were really about what I thought they would be considering the truck is still pretty much a virgin. We left with about 1200 miles on the clock. Avg fuel economy driving 65-70 MPH was 9.5 with a best of 10.5. That's about what my LB7 got...so no disappointment there. 2. For anyone that says you don't need to worry about gauges with the 40hp setting on the predator and towing heavy...think again. I had to back out of the throttle to avoid going over 1300 degrees egt on several occaisions in 5th gear going up grades of about 3-4% and still had to watch it on grades of 6-8% in 4th gear. The truck has PLENTY of power in reserve, but keeping the egt's in check is a problem. 3. I found after driving at various speeds that 70mph is the sweet spot for my truck for both power and economy. I found that at 55-60 it bogged too quickly on longer grades, but at 70, I was able to maintain momentum up hills and kept the boost level up and the egt's down. 4. The turbo on the LLY sounds a lot different at higher boost levels than the LB7. It sounds like a super charger more than a turbo charger. Finally my truck ran reasonably cool. It never went over the 210 mark even up a long 7% grade at 2800-3000 RPM. Will have to see if there is a marked difference this summer.

All in all I am really happy with the performance and economy for such a "young" truck. http://www.dieselplace.com/forum/images/smilies/rockon.gif Hoping it will only get better as the miles rack up."
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Well I am glad I am not alone. I am just hoping to find either another tune or plug in chip that will up the boost to cool this beast back off. I had plenty of power to climb the hills with no issue. Had the EGTS been about 200 degress cooler I wouldnt have had to back out if it very offten.

Call me silly, but I think I got more boost with the stock tune as well. I hope Predator can revise this, because we should be making 20-25 psi on large loads rather than 10-15. I would like to try the EDGE EZ box on level 1 to see what it does in comparrison. The dyno numbers McRat ran are impressive...lot's of low end torque! I would like to compare the EGT's as well to see if they are any lower. McRat...want to sell your EZ?):h ???

Huh?? I'm relatively new to the diesel power kick, but my 05 lly/allison with just a juice/attitude will see over 30lbs of boost! is this normal? It runs 8-12lbs running down the highway unloded at 70-75
No 30lbs won't hurt anything.

Bartman
I was thinking the same thing, except I was thinking of getting a Juice/***. Do any of you know how it tows?

I was thinking the same thing, except I was thinking of getting a Juice/***. Do any of you know how it tows?
I tow on level 2 my 8000# 5th. On some hills I have hit 1250 degs. Have more power then I need. It works GREAT for me.

Tows good on level 2,didn't have pyro in yet. Just go egr blocker today. Waiting on finger stick so I can put my Banks Exhaust on off my Lb7. hope to know more this week. tow a 32' KZ travel trailer about 7500lbs.The engine temps did seem to be higher then my lb7 before the fan came on, but cooled back down ok when fan came on.

I too have seen my boost hit into the low 30's, but never while towing. A couple weekends ago I towed a 8000 lb trailer (loaded weight) from vegas to beatty, nv. Edge w/ ***. level 2 all 200 miles. For those unfamiliar with nevada that is a very flat stretch of the 95. ther are only two hills. My egt's were in the mid 900's 95% of the time and only hit ~1150 passing semis (at 90+ mph.) The major problem I had was my average mpg's. Towed ~8000lbs 200 miles one way, no trailer no load return trip 200 miles. filled up back in vegas. 11.87 mpg. That sucks. Turbo LLC, judging by the additional 10k you had plus the fact that your crew cab weighs a little more than my standard cab, I would say that those temperatures aren't very farr out of the realm of possibilities. 250* higher egt with 11 to 12k more weight going uphill... At the time of my trip I did have the stock exhaust minus the muffler.

A couple of weeks ago I was running the Edge on level 2, unloaded, going over Teton pass in WY. Going 40 MPH my EGTs were @ 1100* and the tranny was @ 200*. The truck had alot of power left, just couldn't keep the EGTs down. Keep in mind the bottom of the pass is 6200' above sea level with 10% grades up to ~8000' at the top. Its a steep mother! At the time the truck was sticked and blocked, but running the OEM exhaust. I am hoping a new 4" exhaust will help keep the EGTs down for towing this summer.

Can't get away from the EGTs. Running empty up and down these mountains, I can easily see 1300. Of course, I'm runnin' with the 120 program, but I've got the intake, the exhaust, the EGR blocker, the stick. I don't know of anything else I can do to open it up any more than it is.

I hit 32 pounds of boost when I "MAsh on Her" with just the edge box cruising down the highway is about 6-8

I made a trip from the FL border to Atlanta and back about 500 miles. Including driving in town.
Empty no trailer.
Set the cruise on 75. Predator set at 65.
Temp and boost down hill 450 and 2 pounds.
Up the longest hill I hit the highest 1100 and 4 pounds of boost.
On the level it was 700 and 3 pounds.
Pryo is in the passenger side manifold. Boost is in the intake manifold.
Overall mileage was 21. The last time I made this run without Predator the mileage was 17.5.

It sounds like the Juice/*** is the ticket for towing, so I am guessing that the Juice has some type of boost fooler built into it? I think I am going to start calling around and getting prices on a Juice/***, before I do does anyone know how the juice/*** stackes with the predator on 40hp runs? :D

Or how does the 65hp level of the juice/*** compair to the 65hp level of the predator?

Yep, high 20's for boost is real easy with the juice.

water/meth injection is a sure way to get up to 100 hp gains and 200 degrees off the EGT gauge. Ive been reading a good bit about it, and read that superdiesel has comeup with a system, pump, nozel, manifold, tank, switches and everything for like under 500....

this technology has been around since at least WWII...

downside is running out of mixture. do a search for this topic... lots of intel on diesel place

I ran the predator stacked with the juice several months ago. The tranny shifted like crap, ran it for several hundred miles, it never did get any better. Removed the juice and all is well. I'm actually considering buying a juice as well now that the 1.2 is out, I'm waiting to hear how well it actually works though. I know a guy who just got his juice updated and his truck still runs bad. If I can I'll use the predator to raise speed limit, but keep factory tune, then add Juice. Or I might switch to a quad or someother programmer if they will raise speed limit and give more boost.

I'm still convinced MOST of our EGT problem with the predator is low boost. Back in the good o'le days when I had a hot rod Cummins, egt level was easily changed by raising boost pressure (to an extent of course) If it wouldn't be next to impossible, I'd put a Cummins in my GMC, an old 12valve easy to make a ton of power out of Cummins :D

SPeaking of watching the boost, where is the most accurate location for the boost gauge plumbing to be mounted?

SPeaking of watching the boost, where is the most accurate location for the boost gauge plumbing to be mounted?
Here is where I put mine.

http://www.caldwellonline.net/pix/LLY%20boost-1.JPG

I have seen 20Lbs of boost off of the predator while towing, I just towed a skid loader about 50 couple miles an coming up some of the grades I was pushing 15 to 20 lbs boost steady I did have to down shift to 3rd a few times to keep the egts in check wasnt to happy about that but i figure the load was around 13K just a guestimate on a cat skid loader and the trailer and a rake attachment. I was tring to stay under 1200 also which ended up running more around 1250, my brother was with me and used to drive over the road and was like whats the deal why wont you go over 1200 degrees and I was explaining it and he was saying" I used to drive them sons of a female dog in the mountains out west well over 1400 degrees, buried the pyro and I never had any problems" (talking big trucks) So I got to think N ( this is sometimes a bad thing) I know big trucks and our trucks motors are different but has anyone here had or heard of anyone (first hand) actually messing up an engine or turbo cause the EGTS were too hot? Just curious what would likely fail first as a result of temps too high.

Well, I just finished my first month with the new truck and I'm far from excited. EGT's are my main complaint. The truck is always loaded above the factory rating, but I am comparing to my LB7 with the same weight. My trailer weighs about 7,000 empty and normally haul 5K to 12K load weight. Last load weighed 8800# and was 12' tall. Running on flat ground with some head wind truck never dropped below 1200 degrees. Most hills topped out at 1400 ish running the 40hp pred. MPG around 7.5 loaded and 12.5 empty. Truck needs air. My pyro needle moves faster than the boost needle. Overall impression is that the LB7 is a far better design and will last longer. I was hoping for this truck to go 200,000 miles, but it is going to melt before 100,000.

Gray Max,

I haven't read your previous post so if this has been covered please disreagrd. There's been quite a bit of discussion on the DP about the Predator rurnning a tad hot, especially when towing. :o: I see you have the MBRP 4" exhaust, have you killed the kitty? ;) It creates a lot of restriction. Also, have you had your truck reflashed? :confused: This has helped several others that tow heavy with their EGT's and overheating. :)

turbolcc,

interesting that nobody has mentioned those 18" tires you are running while towing 17k lbs? :rolleyes: Larger diameter tires rob a lot of the power from these trucks, especially while towing, requiring you to compensate by hitting the pedal a little harder, hence higher EGT's. Plenty of intel on the DP about this, especially in the towing/trailering forum. :)

IMHO hitting 1200* EGT's isn't excessive heat, IIRC sustained EGT's in excess of 1350* is the threshhold most commonly mentioned on the DP. :rolleyes: Damage due to EGT's isn't an immediate thing, moreso it causes engine components to wear much faster IIRC. :o:

"my brother was with me and used to drive over the road and was like whats the deal why wont you go over 1200 degrees"? OK, so I've never seen a tractor trailer engine and LLY engine broken down side-by-side, but I have to think there is a major difference in their components. :o:

RickDLance owns a fleet of LLY's and runs them to 150-200k in a hurry towing loads for customers so it appears much like the LB7 the LLY will hold up if properly maintained and worked within specs. More hp and torque in a diesel is a harding working machine from the get-go IMHO. JJ :)

hey JJ - I monitored my EGT's today.... I was shocked!!!!:eek: running around town... stop and go they ran 600-900 depending on go pedal.... Now uphill is another problem. Going up a mild hill about 1/2 mile long, I figured, good place to go WOT.... the following results are disturbing :eek: EGT's hit 1200 and continued to climb, I let out of the go pedal... speed ran up to about 45-50 mph, temps in the low 50's predator on 40 setting. The truck was empty, plus 100 lbs or so of tools, thats it....very troubling indeed.....

JJ What are you EGTs driving around town?

IMHO I wouldn't get too hung up on EGT's while accelerating or climbing hills unless they are sustained above 1350* for an extended period. ;) I tow heavy with my LLY and can peg 1280* while climbing significant grades, but I'm pushing 60-65mph with 17-18k behind me so I expect higher EGT's during these runs. ;)

Guys that race their trucks are hitting 1700*+ EGT's fueling their "rocket trucks" on 1/4 mile runs. ):h I can easily hit 1100* on hard acceleration, say while merging into interstate traffic, as soon as I back off the pedal the EGT's drop dramatically. City driving usually ranges 600*-900* depending upon speed and acceleration. :)

IIRC diesel engines, unlike gassers, are more like boilers in that the more fuel you pump into them the more power they will make. This is techie stuff, above my pay grade. JJ's out. :)

I just had socaldieseltech install the fingerstick, EGR plate, and MBRP stainless 4" including cat removal. The EGT's are down 150-200 across the board. I find it hard to get over 1250 under any circumstance. I am very happy with the setup. I run my Edge / Attitude on 1 when towing my Toy Hauler (9-10K lbs) and level 3 when I'm not towing. Trying not to hurt the trans by staying away from level 4 and 5.


Gar

Stock truck egt at full throttle were around 950 tops, I was running almost 1400 then i bought the banks inner-cooler/techni-cooler now full throttle it is barely 1200.

The Juice seems to not run as hot as the predator does. Towing 10,000 skid steer trailor bucket and power rake at 70 mph and they hover right at 900 on mild grades I hit 1300 but my truck never shifts out of 5th gear....4th would prolly be a little lower in the egt area but I hate making it downshift under loads like that so I just roll into the gas more.

JJ do you have any definitions for these I am guessing the grades around my area are slighty larger than you, as someone in CO would likely have longer and maybe steeper grades than I. I am curious about extended amout of time a min, 5 mins 10, 15 Mins anyone have a good answer not just a guess but an answer that has some validity behind it. We have some pretty steep grades in WV but usually they are not as long as some out west. If I can (safely not doing unnessacary damage to engine or componants) run at 1350 say 2-5 mins or so most of the time I am well over the mountain by this point. Any info greatly appreciated, anyone besides JJ feel free to add as always all knowledge and lack there of is appreciated


1350* for an extended period



while climbing significant grades

WARNING: LONG POST AHEAD!

jnieberlein,

Now this is going to get interesting! Good questions though. :confused:

FIRST THINGS FIRST! DISCLAIMER: I'm not a mechanic, engineer or scientist so take this for what its worth. :cool: Just your average smuck taking what little knowledge I have gained on the DP and sharing with others. :D Now that I've got that out of the way, let's get busy! ;)

There's been quite a few discussions of the effects of high EGT's, yet I don't recall that we ever established any "hard data" regarding the "exact duration of time" we can safely operate at high exhaust temps(say around 1350*+-) before engine damage begins to occur. IIRC the concensus was that short bursts into that temp range aren't going to damage the engine, while longer bursts will over time. :(

Someone may have provided some engineering data in one of our previous discussions, I didn't find it. If anyone else puts their hands on that kind of intel please post a link to save us time. ;) IIRC it's not an immediate engine failure as the result of high EGT's, moreso the engine components essentially begin to bake and their structural properties get weakened thereby shortening their longevity. I probably didn't say that very well, but hopefully I got the jest of it right. ;) Some of the DP technical guru's can clarify/correct me if I missed that. :o:

So lacking a definitive time limit what is JJ's criteria for short bursts into "high EGT land"? :rolleyes: I really hadn't given it too much thought until you asked me, and being of the anal persuasion that is unusual. ):h

So here goes! Personally I don't sweat 1-2 minutes at higher EGT's (1300*-1350*) so long as I'll be coming out of them shortly and returning to lower EGT's for a few minutes afterwards. There I said it, grab the flame-throwers cause I don't have any hard data to back er' up! :eek: My truck, my 2 minute limitation. :ro) If anyone has technical data showing this is harmful please put it out here for all concerned. :)

An example might be appropriate. While loaded with the 5ver climbing a long grade (say minimum 3 miles with a 7%(+) grade) EGT's will run 1200*+ for most of the run. As resistance mounts if I keep my foot in the pedal to maintain my speed the EGT's will start climbing, in this scenario let's say they hit 1350*. If I'm near the top of my climb I'll either start backing er' down to lower EGT's and slow the rig down for the "downslope", OR after cresting the hill I'll ease off the pedal and the EGT's will quickly return back to normal operating temps. I'm usually more attune to the engine/tranny temps during these runs moreso than EGT's since the E/J monitors EGT's for me. :)

As for what constitutes a "significant grade" you make a good point in just how subjective this can be. My only point here is on grades where you are going to have to "keep your foot in it" to maintain speed or continue climbing for any signficant period of time you should watch EGT's. Climbing small hills and overpasses certainly isn't a significant grade.

Hopefully those reading this post will find this info helpful. I always learn something during these discussions, this time won't be an exception. Good discussion. :exactly: I've posted a couple of links below from the Power and Performance forum regarding EGT's. Got Juice's comment got my attention, might explain where I got 1350* since it was "in the middle". Good discussion. :ro) Later. JJ :)
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http://dieselplace.com/forum/showthread.php?t=21576&highlight=EGT

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Short tack-on to my last post. Once again this post reaffirms the need to have EGT gauges if you are going to tow or run programmers on your trucks. Good discussion! JJ :)

It would be pretty hard to tell what temp the piston gets up to. Obviously if got as hot as the EGT's, they would be quickly destroyed. The piston is cooled both by the oil and the intake charge.

Since GM Isuzu did not deem it necessary to run an EGT input to the ECM for defueling under high loads, you would think that whatever stock EGT's can climb to is OK for sustained operation. GM would not want to warranty blown motors from excessive EGT's if it was so easy to for them to monitor. Look at the water temp. They know that can be a probably under certain circumstances, so they have defueling build in to remedy possible problems before engine damage occurs.

I heard owners report that stock trucks can get up to 1300 deg under load. So that is should be a very safe sustained level.

It would be pretty hard to tell what temp the piston gets up to. Obviously if got as hot as the EGT's, they would be quickly destroyed. The piston is cooled both by the oil and the intake charge.

Since GM Isuzu did not deem it necessary to run an EGT input to the ECM for defueling under high loads, you would think that whatever stock EGT's can climb to is OK for sustained operation. GM would not want to warranty blown motors from excessive EGT's if it was so easy to for them to monitor. Look at the water temp. They know that can be a probably under certain circumstances, so they have defueling build in to remedy possible problems before engine damage occurs.

I heard owners report that stock trucks can get up to 1300 deg under load. So that is should be a very safe sustained level.

thats a pretty reasonable position.... I think Ill take it.;)

IIRC the EGT warning on my E/J was pre-set at 1350*. I believe if I reach 1350* it sounds an alarm , possibly even defuels, just can't remember right now.

Sounds like 1300*-1350* is as good a range for max sustained EGT's without doing damage to our engines. Thanks McRat. I think I read that intel before, always good to hear it again.

Reading the previous EGT posts I didn't see where we have ever established a safe "max" operating range. In those threads I posted there are guys running 1400* and up on a regular basis. Of course they are riding around in "diesel rockets"! ):h Other thoughts? JJ :)

Their is the oil temp factor as EGT"s hit 1300* ,I have a oil temp guage install in My cummins ( My Partner Has 04 LB7 and is going to install the gauge this weekend) When Pulling I can hit 340* oil temp at sustain 1250* EGT"S.I can hit the fan override switch and can cool the water/oil temp fast .I think I could hit 360 oil temp if I sustain 1300 EGT.

Engine oil cooler? :rolleyes: That's something I hadn't thought about on our LLY's. Do we have an engine oil cooler? If so I had it is better than the OEM tranny cooler! :o: If we don't should we add one?

My 4.3 V6 has one and that dang thing still runs as strong as the day I bought it with over 200k miles. :) Doesn't burn a drop.

Good discussion. JJ :)

I believe the oil cooler is internal, and uses coolant circulating through the engine to also cool the oil.

I think Mike L. has an oil cooler he built??

I know Mike L has an aftermarket tranny oil cooler, haven't seen an engine oil cooler though. If he makes one it will be a quality unit. Top notch products. JJ :)

My lb7 with banks 6 gun and speedloader on level 3 towing a 9200 lb load my egt's never got above 1250 degrees. (Speed loader shuts off at 1450 degrees) Climbing mt washington on level 2 (low speeds, empty) it never passed 900 degrees.

One thing no one has mentioned, and from the research I have done is that the turbo (lb7) was ok until 1350 deg before the turbo fin tips started to heat up. I have always assumed this was 1350 degrees in the turbo not in the exhaust manifold where most sensors are mounted. I would assume at 1250 in the exhaust mainifold the temps would be a little lower by the time it gets to the turbo?

Last year I pulled 12,000 up a 6% grade and my totally stock LLY ran 1475*. EGT probe is in the manifold. That being said it seems to me that 1350* would be OK. I have the Predator now but have don't towed anything yet. But I can hit 1350* with about 23# of boost real easy on the 65 hp tune.

Greg

I listen to all this stuff and sit here perplexed! I know I am not running Juice w/Attitude but I have never even hit 1200 degrees on my truck yet. Cruising around town is around 4-500 degrees. up Cajon pass unloaded is around 6-800 degrees and loaded up cajon pass (11,500 lbs is aroun 9-1000 degrees. The unladen temps are with my HOT Xcellerator on level 3, laden temp is on level 1 at 65-70 ( i don't push it at all, after all, it IS a truck!) I am at 6500 miles on the odo.

"romping" around with my buddies i still have never seen overr 1100 degrees.....

I am surprised nobody has mentioned the lly VA box.....that thing controls boost nicely . I have some pretty steep grades around here so I did a little experementing, all runs made with the truck empty. I set the cruise at 65 and ran the pred 100 tune alone....egt's right at 1100......pred and VA both set on kill..same speed same hill about 975. What I need to do is run just the VA in the middle setting and see what happens....maybe this afternoon. Mcrat....have you towed with the VA yet? I would say that the pred tunes downfall is NO boost like others mentioned.....thats what I have seen at least.

My stock LLY has hit 1375 on easy hauling.

Biterman, those are pretty low EGT's for a chipped LLY if you are romping on it, especially a dually?:rolleyes: RDL had low EGT's like this, turned out his EGT sensor was bad. Anyone else running this same combo with this low of EGT's? I forgot how Fingers and others told him to check it out. Check for posts by RickDLance. Heck Rick if you read this how did you check it? ):h

IIRC guys can easily hit 1100* on hard acceleration with/without tunes. I can hit them even with 4" MBRP and no kitty. Later. JJ :)

Biterman, those are pretty low EGT's for a chipped LLY if you are romping on it, especially a dually?:rolleyes: RDL had low EGT's like this, turned out his EGT sensor was bad. Anyone else running this same combo with this low of EGT's? I forgot how Fingers and others told him to check it out. Check for posts by RickDLance. Heck Rick if you read this how did you check it? ):h

IIRC guys can easily hit 1100* on hard acceleration with/without tunes. I can hit them even with 4" MBRP and no kitty. Later. JJ :)
Sounds to me like the EGT probe is mounted post-turbo or something.
I can get near 1200 unloaded if I romp it on level 3 with the MBRP 4" no cat setup.



Gar

I tried everything to test my EGT gauge. Bic lighter, boiling water, finally I just sent it back to Autometer. They sent me a new one and then my EGT was about the same as everybody else.