I have always heard that the idi's should have had a pyrometer from the factory. I have no idea what temps they run in stock form, as I don't have one on mine. I also don't tow with mine, it is my good fuel mileage drive to work truck.
James
They really don’t get much hotter than most other diesels…
EGTs are typically only detrimental to pistons with heavily advanced timing, putting more heat into the combustion process makes more power, at the cost of a thinner air buffer between the piston and combustion plume. And thus at prolonged periods of high heat, the more advanced the timing, the less time it takes, heat will do its damage.
With stock timing that’s not likely to be too much of a concern.
This in turn explains why turbo’d IDIs like slightly less timing, more of the heat is put into the exhaust, and since heat is effectively energy of a kind, that will in turn spool the turbo better and give it more punch, thus more air, better responsiveness, etc.
The 6.7 Cummins in stock form can get up to 1350-1400*, but with the insanely capable control of the common rail system and the mild timing, that’s not too much of a concern.
Duramaxes and newer Powerstrokes can get even hotter, doesn’t seem to be too rough on them either…
The old 5.9 24V VP44 trucks could get pretty hot, and their valve seats were prone to cracking from the heat. That would happen long before the piston would crack… but wouldn’t hardly affect power enough to really notice, especially with aftermarket performance chips…
EGTs aren’t really the killer… timing relative to intensity of combustion heat is.
This should not be taken as, ‘EGTs and pyrometers aren’t important, for they most certainly are, but it’s worth taking into consideration the cause and effects of EGTs, and how and why the potential damage from the phenomenon is relative. I am a big fan of pyrometers, I would much prefer to have one than to not.
