6.0 EGT - Page 2 - Diesel Forum - TheDieselStop.com
Upgrades and Aftermarket - 6.0L Engine Upgrading or adding OEM or aftermarket equipment to your 2003-Up Super Duty or Excursion with 6.0L Power Stroke diesel engine. Please confine discussion of topics in this forum to those items that are specific to the 6.0L Power Stroke engine.

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post #16 of 19 (permalink) Old 07-15-2003, 06:54 AM
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Re: 6.0 EGT

[ QUOTE ]
It's not the turbo that will fail, it's the pistons.

[/ QUOTE ]

A short burst into the 1300 zone during acceleration should be OK but it would be a long time at 1300 plus during a long hill pull that /I would avoid. The same with tires. A short burst to 100MPH should be OK, but driving all day at 100 on a hot Florida road (150 degrees plus) is going to eventually cause a tire to blow. Heat on any part is a consideration but it is the time/heat that really gets you.

Too much junk/toys to mention, ever changing due to too getting bored too quickly. I need a 10 step program!
Want to call? I'm in the book. Want to argue....First explain the square root of negative one....lol
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post #17 of 19 (permalink) Old 07-15-2003, 07:00 AM
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Re: 6.0 EGT

I think you would need to run those excessive EGTs for about a half an hour before permanent damage will occur.
I just don't want to be the guy to experiment with it!
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post #18 of 19 (permalink) Old 07-15-2003, 01:53 PM
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Re: 6.0 EGT

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The housing and cartridge are made out of cast iron, while the turbine wheel and shaft are made of Inconel. They both can withstand a lot more than a piston can. Were is the red zone?

[/ QUOTE ]

Sorry, I don't know if we've been properly introduced. My names is Mike, and I make my living as a Garrett turbo engineer. I've been working on the 6.0L for more than 2 years now. I can't claim to know all the details of power cylinder engineering, but comparing a piston to a turbocharger is probably another apples to oranges comparison.

Check your materials handbook, and look at crystaline transition temperatures for cast iron based materials. You will soon find that you are limited to pretty much what the guys on this thread have been quoting (1300 is fairly hot). For racing and other short term applications, people are probably pushing higher temps, but if you want long term durability (and your warranty honored), it might be best to stick within the recommended limits. Only my opinion, of course. [img]/ubbthreads/images/graemlins/smile.gif[/img]

[ QUOTE ]
Got to take apart a warranty VNT today to have a look at it.... The way the hot side is setup, would take some serous engineering to do anything with that.

[/ QUOTE ]

If I may ask, how did you arrive at the opportunity to look at a warranty VNT? Yes, it has taken some serious engineering by lots of people to get that where it is today.

Mike
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post #19 of 19 (permalink) Old 07-15-2003, 07:08 PM Thread Starter
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Re: 6.0 EGT

I know what a turbo can handle. I'm looking for a definative number for egt's, all anybody will tell me is what I already know. So from what you guys are saying, 1300 is the max for the 6.0, for extended periods of time. What can I take it to in a drag race?

A Garrett engineer, that is sweet! I work for a Ford dealer, curiosity got me, had to see the inside of the new VGT. I've played with the Aerocharger VATN before, wanted to see how they compare. We have warranteed over 8 of those new turbos in the last few months. Nothing at all wrong with them physically. I beleive the coil on the VGTCV went bad. As of yet there isn't a replacement part for that so we have to change the whole turbo insted of that valve. Oh, by the way Mike, my name is Spencer, nice to meet you. One question for you, if I put a larger compressor wheel on it, say a 64mm, will that help my bottom end power?
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