Banks egt probe install

Any of the above conditions can result in excessive EGT if the vehicle is working hard, such as pulling a heavy load, running at sustained high speed, subjected to climbing a long grade, etc. Which parts will fail first is a matter of the design and materials used in the various parts of the turbo-diesel, but usually it starts with the turbocharger.

Under sustained excessive EGT, the square corners at the outer ends of the vanes, where the material is thinnest on the turbine wheel, can become incandescent and then melt, resulting in a rounding off of the square corners. If you or your mechanic finds this indication before anything more serious happens, consider yourself very lucky, because shortly after the tips melt, the turbine wheel goes out of balance and wipes out the turbocharger bearings, which may or may not result in shaft failure and destruction of the turbine and compressor wheels.

Excessive EGT can also erode or crack the turbine housing. In extreme cases, high EGT can drive the turbocharger into an overspeed condition that exceeds the designed operating speed due to the additional heat energy. When this happens, either the turbine wheel or the compressor wheel may burst. Such damage can include piston deformation, melting, burning, holes, cracking, etc. This damage is cumulative, so if you slightly burn a piston top, the engine may continue to run without problems, but the next time you run excessive EGT more damage may be done, and so on, until failure occurs.

Piston failure can be catastrophic — that means very expensive. At a minimum, an engine overhaul will be required, and that too is expensive. Excessive EGT can also cause exhaust manifold and cylinder head cracking. Exhaust valves can fail from high EGT as well. Among the first engine parts to suffer damage will be those made of aluminum since aluminum has a lower softening and melting temperature than steel or cast iron.

Diesel pistons are aluminum, and a growing number of diesels also use aluminum cylinder heads. Too much fuel is typically the result of modifying a turbo-diesel for more power. Not all diesels are modified for speed or maximum pulling power; some diesels are modified for better towing and passing performance. There are many products on the market that claim to increase diesel power, but almost all of them increase fuel delivery at full power with little regard for EGT.

It is superior engineering, extensive testing, and calibrated fuel management that set the Banks power systems apart.

Banks Power systems are engineered to give the best value in power and reliability. So the big question is, what constitutes excessive EGT? Tuning for specific atmospheric conditions can be critical on race day.

The peak temperature in each cylinder will vary with different power settings, changes in altitude, and ambient temperature. Typically a hand held digital readout like the dual channel or single channel meters The Sensor Connection offers will have the ability to read individual cylinder exhausts or cylinder banks. Multiple channel data acquisition systems will gather and display data from all exhaust port temperature readings simultaneously.

The requirements for precision of the data collection of your application will determine the type of data collection system you will need. From the peak EGT, either increasing or decreasing the fuel to air ratio causes a change in Exhaust gas temperature. Richer EGT cooling occurs because there is excess fuel cooling the exhaust stream via less than optimum burning, and leaner , heating occurs because there is excess air oxygen making for a hotter burn. Peaking exhaust gas temperature EGT with a carbureted engine is frequently a vague point because of less efficient atomization compared to electronic fuel injection to the individual cylinders.

Fuel injected engines typically provide a more precise peak exhaust gas temperature, therefore the EGT system is likewise a more precise method of performance tuning with fuel injection. Operation at peak EGT, particularly on long runs like in road racing or circle tracks, will give a fuel savings translating to lower fuel consumption increased range as well as less likelihood of spark plug fouling.

Temperature variations will occur between in between individual cylinders when using a probe for every cylinder and to a lesser degree between banks sine the temperature is averaged. Typical variations of about degree F between each individual cylinder can be observed with fuel injection systems, and about degree F with conventional carburetion.

Carburetion variation is greater because the atomization of the fuel is not as effective when compared with fuel injectors. In colder air temperatures, the mixture atomization is poorer for both fuel injected and carbureted engines. Operation at peak EGT, particularly on long runs like in road racing or circle tracks, will give a fuel savings meaning less pitting for fuel increased range as well as less likelihood of spark plug fouling.

Gives you the ability to tune for fuel economy decreasing fuel stops. Not Required. USD Qty :. Free Shipping! Add to Cart Add to Wishlist. Application List Universal. Package Dimensions: W5. May We Suggest. Boost Gauge Kit, psi, Mechanical.

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