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  #1  
Old 02-21-2011, 06:55 PM
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max safe egt 240d

I have seen 1200 mentioned, but this seems rather low to me. For a cummins 1250 continuous, and 1500 max for short duration is what seems to be the agreed on answer. Any idea of what the 616(non turbo) will handle? Seems to me it should be the same, or am I missing something?

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  #2  
Old 02-21-2011, 07:04 PM
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Yes, you are missing something. There are no oil spray piston coolers on the 616 so EGT's should be kept lower.
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  #3  
Old 02-21-2011, 07:07 PM
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Why and how?

And it'll be lower than the turbo engines, MB felt the need to add piston cooling that wasn't present in the NA engines.
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  #4  
Old 02-21-2011, 07:09 PM
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For everyone else searching the subject:

Note that WHERE EGTs are measured is also critical. In the case of the 616, pre or post turbo is not a concern.

How "hot" the camp fire is, depends upon how close you stand to it.

Probe location is critical in order to compare data. Probe location isnt as important for simply monitoring change or deviation from a median value.


Does anyone care to comment on the Max EGT for 617,603,606 ? (noting Probe location).
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Old 02-21-2011, 07:13 PM
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FWIW there are a number of ppl running 6psi on smaller than t3 turbos without issues, yet. The missing oil piston jets are crucial...
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  #6  
Old 02-21-2011, 07:54 PM
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My thinking is that there is a good amount of fuel, (that is not burnt in the cylinder), burns in the exhaust manifold at the higher RPM NA EGTS.

I say that because with mine, the faster the speed, the higher the EGTs get, resulting in my thinking that the fuel is not burning in the cylinder, but rather in the exhaust manifold.
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Old 02-21-2011, 07:56 PM
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1200 is a good number. When the 'push the boundary mob' try a little higher, they can get all excited & crow about it when they dont melt a piston. The EGT does not give the actual temp that is seen in the combustion zone in the motor. Long running at 1200 like for an hour could still damage a piston. MB destroyed many N/A motors with turbos in testing before the turbo motor emerged. There is a detailed report by them about it. If you put a big load behind a 616 with a turbo & so load it right up, expect trouble.
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  #8  
Old 02-22-2011, 07:19 PM
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OM616,

Do you have water injection on yours? If so how much does it lower egt's? As you can figure by now I can easily push past 1200. So keeping my foot out of it works just fine, but a little cooling so I could use more of the available power would be nice. If at some point I rebuild the engine(has 300,000) I'll add the oil squirters, and maybe coat the pistons too.
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Old 02-22-2011, 07:54 PM
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Will coating the pistons reduce the unswept volume?
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Old 02-22-2011, 08:09 PM
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I don't think so, the coatings are quite thin.
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  #11  
Old 02-23-2011, 12:26 AM
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Quote:
Originally Posted by 47dodge View Post
OM616,

Do you have water injection on yours? If so how much does it lower egt's? As you can figure by now I can easily push past 1200. So keeping my foot out of it works just fine, but a little cooling so I could use more of the available power would be nice. If at some point I rebuild the engine(has 300,000) I'll add the oil squirters, and maybe coat the pistons too.
No water on mine.

I did however modify the intake, air filter housing, and snorkel. Mine is a non egr 616.

If you put your hand in front of the air filter snorkel, you will feel air being expelled from it. Changes can be made to the intake system to utilize the pulses to help feed the engine.
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  #12  
Old 02-23-2011, 12:52 AM
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eh dont worry about max, focus on what effect changes have on your value.
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Last edited by josha37; 02-23-2011 at 01:12 AM.
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  #13  
Old 02-23-2011, 07:16 AM
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what did you do with the intake? I have thought of a tuned intake, but really have not done any real research into it.
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Old 02-23-2011, 11:37 AM
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Quote:
Originally Posted by 47dodge View Post
what did you do with the intake? I have thought of a tuned intake, but really have not done any real research into it.
If you go to this sight, http://zumotor.blogspot.com/

about 1/3 of the way down or so you will see an article titled;

"Tuned airbox design considerations for a modern day car. Tuning the airbox - a two stage idea and computer simulation model. - unfinished yet"

It is a very interesting read, Mario is a very smart man.

These two paragraphs are about my intake system specifically.

"Now if we have a look at the 13x6x2 inch box: the air inlet is not even streamlined, and that is the point. The area behind the air inlet tho the wall forms a volume that has little superimposed flow and gladly acts as a pressure buffer, also, the wave caused by the suction forms in a plane parallel to all other suction ports and perpendicular to air inlet.

Also, the extended suction hose (black plastic) is a complementing point: if you lowered frequency of the airbox, lowering the resonant frequency of the hose+air filter also makes sense. Plus, in my opinion, the stock air hose is rather short and could use a higher inertance than it has. (there is significant pulsing of air intake there at low RPM, try your hand or smoke or flame to see - it does blow air out! (not only sucks)."

Source: Mario.
zumotor.blogspot.com/
Location:Slovakia

This design resulted in increased torque and high speed performance, (but dyno), and lower EGTs. I also removed a restriction cone in the air filer that assists the crank case ventilation system.
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Old 02-23-2011, 12:08 PM
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thanks, great info

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