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Road Trip !!

Yes and no. It will retain heat in the turbo better and help that way. It will cause the heat to transfer to the turbine side which will heat the air traveling through to heat more. Increasing iat and egt. Also the trapped heat is heat that could be shed having slightly lower egt. Problem is every magazine write across the globe has made egt completely evil and overblown it’s importance towrds engine safty.
Diesel fuel only burns so hot. WAY colder than pump gasoline. And that burns across valve edges for decades without the world coming to an end. A big plug of inconel is inside the head of the 6.5 doing it’s best to scream out a constant 1800 degrees for fuel efficiency. 2,500 degrees blowing across the valve face means you are low on fuel and burning to cold. Do that in a gas engine and expect holes in the piston from burning to lean.

Egt in diesel is bad only becacuse it expands the compressor wheel to much at the tips and wears them quicker. Then it starts a heat cycle in the lowly 6.5 because some moron decided no inner cooler is needed just like they pinched pennies in the beginning and thought a diesel doesn’t need a turbo.

If you have an innercooler and egt can still cause iat to raise ect, then pay attention. Other than that don’t panic, just address the shortcomings of the system, and dont bypass improvements. If you run a gm turbo- yeah maybe buy a turbo cover. Buy a 10# sledge hammer for that turbo instead.

Fitting a proper sized turbo on a hummer is a serious challenge- they are tight as heck in there. But in a pickup, you have all the room in the world. Pony up or keep it stock and never let your foot go over half way down.

ATT with fairly stock everything else is a wonderful bet, No insane back pressure from way to small of a compressor housing then amplified by a wastegate. The loss of back pressure allows all the egt to come
Into the turbo, be used and so importantly- discarded. Turbo Doc says he still has his inner cooler in the shelf after using it on the ATT because the heat can be consumed and shed. And it didnt help him at all.
Everything has plus and minus sides. Working out what fits your application is the fun yet expensive part.
 
I've had my egts up 11-1200 a couple of times and my ect did start to slowly climb. Dropped it down to third and the egts would drop 2-400 degrees, ect climb slowed down, power level rose significantly. If I had a way to measure fuel consumption I'd bet it went down as well.
 
ak diesel driver said:
I've had my egts up 11-1200 a couple of times and my ect did start to slowly climb. Dropped it down to third and the egts would drop 2-400 degrees, ect climb slowed down, power level rose significantly. If I had a way to measure fuel consumption I'd bet it went down as well.
Click to expand...
I`m not near so concerned about the EGTs anymore, since I read where one member said He had run His over 1500 degrees for an extended period of time, without any damage.
For My truck it is not unusual to hit 1200 on a long hard pull. That might all change if I ever get the boost system to functioning properly.
Good to see You are home safe.
 
MrMarty51 said:
I`m not near so concerned about the EGTs anymore, since I read where one member said He had run His over 1500 degrees for an extended period of time, without any damage.
For My truck it is not unusual to hit 1200 on a long hard pull. That might all change if I ever get the boost system to functioning properly.
Good to see You are home safe.
Click to expand...

That "test pilot" would have been me hitting 1550 towing on a 6.2 bottom end that doesn't have coated pistons like a 6.5 usually does. As long as ECT in under (210) control your only worry is the turbo blanket and the paint on the floor pan over the exhaust. Yes, it scorched the ATT turbo blanket pretty good on the underside. I sustained over 1400 EGT with the GMx asthma attack all the time. I may have won the carnage thread, but, it wasn't from EGT causing problems: clearly that Myth is busted on a 6.5. Biggest problem was "boost creep" in high elevations with the GMx overspeeding and delivering more boost just by heating the air rather than moving more CFM. Had to back off the TM to 12 PSI at low elevations to avoid 14+ PSI boost at 8000'. I still recall our 1988 6.2 Suburban melting the rear mudflaps in half on the dual exhaust where the high speed wind pushed them into the tailpipes.

@Will L. innercoolers were added only to meet NOx emissions on passenger/pickup class diesels.

@ak diesel driver Thanks for sharing the pics!
 
I am going to disagree about the only reason being nox.

Of The GM engineers that were out when I was at the unocal distributor place here, a couple were in on the 6.5 and dmax that I got to know. A cac was a topic of discussion about 6.5 vs dmax, and the engineering staff basically held their ground on cac because they learned their lesson with the 6.5 and your favorite joke turbos. Talking to them about big turbos, they were afraid of because they knew they were going to cac future diesel trucks, but were worried about lag vs mpg loss. Remember dupming excess fuel helps overcome cac induced lag and that not good for anything emission related.

Yes btw, they did desingn a cac in gmt400 that would have came out in 98, but they knew the program was dead, so they just dropped it.

On the dmax, we actually got the first one to the western US, delivered to us by those 2 engineers. Sucker had some miles on it, they drove it here from the plant.
 
WarWagon said:
That "test pilot" would have been me hitting 1550 towing on a 6.2 bottom end that doesn't have coated pistons like a 6.5 usually does. As long as ECT in under (210) control your only worry is the turbo blanket and the paint on the floor pan over the exhaust. Yes, it scorched the ATT turbo blanket pretty good on the underside. I sustained over 1400 EGT with the GMx asthma attack all the time. I may have won the carnage thread, but, it wasn't from EGT causing problems: clearly that Myth is busted on a 6.5. Biggest problem was "boost creep" in high elevations with the GMx overspeeding and delivering more boost just by heating the air rather than moving more CFM. Had to back off the TM to 12 PSI at low elevations to avoid 14+ PSI boost at 8000'. I still recall our 1988 6.2 Suburban melting the rear mudflaps in half on the dual exhaust where the high speed wind pushed them into the tailpipes.

@Will L. innercoolers were added only to meet NOx emissions on passenger/pickup class diesels.

@ak diesel driver Thanks for sharing the pics!
Click to expand...
YUP, You was the one all right. LOL
I`m glad that You posted that info out there for Me, relieved Me of all sorts of worries.
 
Will L. said:
I am going to disagree about the only reason being nox.

Of The GM engineers that were out when I was at the unocal distributor place here, a couple were in on the 6.5 and dmax that I got to know. A cac was a topic of discussion about 6.5 vs dmax, and the engineering staff basically held their ground on cac because they learned their lesson with the 6.5 and your favorite joke turbos. Talking to them about big turbos, they were afraid of because they knew they were going to cac future diesel trucks, but were worried about lag vs mpg loss. Remember dupming excess fuel helps overcome cac induced lag and that not good for anything emission related.

Yes btw, they did desingn a cac in gmt400 that would have came out in 98, but they knew the program was dead, so they just dropped it.

On the dmax, we actually got the first one to the western US, delivered to us by those 2 engineers. Sucker had some miles on it, they drove it here from the plant.
Click to expand...

The 5.9 Dodge Cummins had to use an intercooler to meet NOx emissions in the early 90's. Otherwise Cheap ole Bean Counters being what they are would have continued to leave them off. So I maintain that intercoolers were left off unless someone like the EPA held a gun to the OEM's head. With the "low" boost levels used on the 6.5 the advantage isn't as big as it is with higher boost and hotter air that results. Yes, apples to oranges here.

Ford ventured into the "dog" arena using a diesel turbo that was too big (until loaded) so GM did have a legit concern about any lag feel unloaded. Looking at the intake and exhaust design of the 6.5 side mount I am NOT impressed at all with the GM engineers. Nevermind my #1 spot on the s^&% list GM turbo. Only the LLY mess with a verified 4psi restriction before the turbo comes close to the 6.5 OEM airflow restriction level.

We, near amateurs, have shown over the last decade that GM, with a real R&D department, could and should have done better on the 6.5 especially with the electronic DS4 controls available. Thankfully we have forums like this one today to influence the OEM's away from similar stupidity/cost cutting. If we could just get OEM's to put some real Fing wires in vehicles so they don't keep melting down in "We gots the Real Blazer" electrical fires.
 
Do not start or even crank engine over.

Siphon it out of the tank. Depending what truck you have is next step (fill out signature and we can help now and later problems easier) remove fuel line and empty lines From before injection pump. We need to know truck/ engine to know about lift pump.

Once all fuel is drained out, replace fuel filter(s) filling them with diesel fuel on install. Fill tank with diesel-need jerry can(s) since you can’t drive it to fuel station.
Prime fuel lines. Possibly Now (depends on truck type) reconnect fuel lines.
Now you can try starting it, but most likely will need to bleed injectors. Again, back to truck&engine info to tell how to do it.
After that you are back on the road. Back to fuel satation to top off with diesel and fuel additive- if you dont run fuel additives you might consider it for this one time.
 
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