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Discussion Starter #1
Howdy all, 1997 F350 stock tires and 4.10 gears

Split shot injectors stock AB
E-Fuel system
3" Downpipe
Riff Raff 6637 intake
EBPV delete
No Cat, stock exhaust otherwise
Stock Tune


I am about to make a 2,500 mile road trip in my 1997 CA out to Southwest Colorado with an ending elevation of about 9-10K feet for an elk hunt. For what this truck is I reckon we will not have a lot of weight in it, large coolers, hunting and cold weather camping supplies for me and my brother.

Here's my question, driving through the mountains on a stock tune with the modifications listed is it a good idea for me to get a pyrometer?

I will be driving the passes with RPM in mind, but I have never had a pyrometer on this truck before so I am not quite sure the exact way to drive it on these longer grades or passes. I know that I need the engine to breathe to keep the EGT in check, but to what limit? In direct drive/OD off, what should my target RPMs be? I can't imagine that the engineers could let us get into trouble with a factory set fuel map and not even close to max payload in the truck, but I like to be careful in these types of situations if I don't know concretely how my EGTs are.

I am probably over-thinking this, but I wanted to cast out a line to all of you. The modifications that I have done supposedly help drop the EGTs as well, but how much I am not sure. For reference, the most boost I have seen on the MAP sensor was 20PSI, which leads me to believe if I have any boost leaks they are not bad enough to really hurt my EGTs.

Any other info you all would like to know please let me know. Would love to hear your thoughts on the situation at hand.

I hope this is in the correct section.

Thank you,

Matt
 

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Always good to have a pyrometer, but if it's just camping stuff in the bed you should be fine. On my 94 (basically stock, 6637 intake, gutted CAT and EBPV) the only times EGTs got close to 1200 was pulling the 9k fiver up a long steep grade. Cheers!
 

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Anytime that you modify a trucks engine it is best to monitor most of the systems that the modification improve and the EGT's are one of them.

Right now with the season starting in a week or so you will be pinched for time to order one, get it and install it before you leave.

Other than that you should be alright, just don't lug the engine and keep the RPM's up which will help a lot. With a empty truck that is mostly stock I only see around 900 degrees going up I-70 from Denver and the same going over Vail Pass at close to 11,000'. If you are going the southern route your speeds will be lower but a few of the grades are steep.
 

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Discussion Starter #4 (Edited)
Thank you for the replies.

So far the theme I am getting is that it won't be immediately necessary as long as I am driving reasonably conscious of my RPMs and speed. What do you all consider lugging the engine? Is between 2200-2500 a pretty reasonable RPM in direct drive? I never go pedal to the metal in overdrive or direct drive for that matter.

I am pretty conservative in that if I have to give it any more than about 1/2 throttle, I just drop into direct-drive. I plan to get a pyrometer as soon as possible as I am surely missing out on a lot of performance where I could probably push it a little harder in overdrive while still keeping my EGTs and transmission happy--with 235s and 4.10s I am pretty wound out on the interstate to begin with. 65MPH is about 2,000RPM, 70 is about 2250 and so on and so forth. I plan to keep the MPH anywhere from 55-75MPH respective of the grade, how does that compare to what you guys do?

I have a live scanner that displays my transmission temp so I like to look at that and even cooking up the grapevine here in CA it stays around 180.

Thank you guys again feel free to set me straight or put me in my place if I am out to lunch with any of this.

Matt
 

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If you can keep the RPM's above 2k you'll be fine

Sent from my SM-J737V using Tapatalk
 

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I didnt read all the posts above as I dont have time, but I have almost the exact same truck as you, same AB injectors and everything, so I figured I'd give my input. I put a pyro on my truck before I got a tuner, and when towing 5,000lbs through the mountains, I was actually able to get the pyro up over 1250*, so dont think the stock tune is safe!

Better to get a pyro.
 

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Discussion Starter #7
Lt. Dan,

Do you reckon if you dropped the 5,000 pound load you'd be able to reach a dangerous temperature without really pushing the truck, it looks like the magic number going around is 1250* due to the aluminum pistons? Are the pistons completely aluminum?

Anyhow, I sure would like an excuse to more accurately track my truck's performance. The EGT gauge is really the end all for giving this puppy the best chance at many more miles on the road.

Thank you all for your help and input.

Bugman I appreciate the guidance referring RPM. I always hear let it breathe but it is good to have a concrete lower limit.

I'm not sure if I should start a new thread for this, but can I limp by with a glowshift gauge? I have heard a lot of mixed reviews over the years, but this is one that can be at my house by tomorrow if I order it tonight. If it craps out Amazon will let me return it seamlessly. I would rather give my business to someone smaller and closer, but maybe I will use this one for the trip and go from there.

I have a transmission gauge mounted under the ashtray area does anyone mount multiple gauges there? Where do you guys like to put the gauges?

Matt
 

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The Glowshift will work, the big thing is drilling and tapping the exhaust manifold. In reality it should only take a hour or so to get it all done.
 

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Lt. Dan,

Do you reckon if you dropped the 5,000 pound load you'd be able to reach a dangerous temperature without really pushing the truck, it looks like the magic number going around is 1250* due to the aluminum pistons? Are the pistons completely aluminum?

I'm not sure if I should start a new thread for this, but can I limp by with a glowshift gauge? I have heard a lot of mixed reviews over the years, but this is one that can be at my house by tomorrow if I order it tonight. If it craps out Amazon will let me return it seamlessly. I would rather give my business to someone smaller and closer, but maybe I will use this one for the trip and go from there.

Matt
I might have been lower temps, but it's still close, so many other things come into play, like altitude, any exhaust/boost leaks, etc, can cause higher EGTs.

I ran glowshift gauges for 5 years, and only just recently pulled them out because I got a good deal on some autometers.

If you want to buy the ones I pulled out, let me know and I'll sell them to you, I have pyro, boost, and trans temp.
 

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Great guidance by fellow OBS guys. If you can swing it install prior to heading out as you’ll want/need one anyways at some point. 2200-2500 RPM is a reasonable guideline and don’t be afraid to manually pull it into a lower gear.... especially with a load of elk on, not gonna hurt anything to run ‘er up to 3200 rpm. Worst you can do is lug down engine, get under the turbo on a hill and not shift down, EGTs can sky rocket. Your boost numbers are right on point id say 21-22psi is all you’ll see.
Cheers and good luck hunting!
Pix or it didn’t happen.. hahaaa
j
 

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Like said above. Keep the rpms up. These motors can run at 3200 all day long if needed so dont be afraid to keep it screaming all the way up the pass.
 
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Discussion Starter #12
I might have been lower temps, but it's still close, so many other things come into play, like altitude, any exhaust/boost leaks, etc, can cause higher EGTs.

I ran glowshift gauges for 5 years, and only just recently pulled them out because I got a good deal on some autometers.

If you want to buy the ones I pulled out, let me know and I'll sell them to you, I have pyro, boost, and trans temp.
Dan I might take you up on that, I am going to do a last minute install when my gauge shows up tomorrow. I had to order it online and get ultra fast shipping. If nothing else it will rest my worries and teach me a thing or two of what is actually going on in the truck.

JCart thank you for the info as always much appreciated. I will report back with a pic or two.

I should have noted in the beginning that it is also an automatic transmission for what it is worth
 

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You bet, I kinda figured you had an E4OD Auto, I used to manually shift mine all the time. Once it overheated, I exchanged it for a ZF and couldn’t be happier... I love stirring those gears, specially with my DIY short throw shifter kit.
Happy Hunting.
j
 

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Discussion Starter #14
Just wanted to stop by again and say thank you guys. Got the pyrometer from GlowShift and got it all wired in. I used fuse clips to rap into the fuses instead of a piggy back type connection, anyone think I’ll run into problems doing it this way?

Was a little tricky getting the right angle with the drill bit and tap but it got done. I hope the probe is where it is supposed to be as far as depth in the exhaust path. It sure is great to finally know what my EGTS are I’ve wanted to know since I first got the truck.

Here is a pic. The uploaded picture looks a little blurry to me. Maybe it converted it to an ultra low resolution or something. Hope you guys can see it ATTACH]180837[/ATTACH]
 

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Thanks for the pix, I was actually referring to Elk hunting pix ?? glad you got it installed though and good luck on hunting trip.
j
 

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Discussion Starter #16
Well gents, the trip was a success (overall). Too long a story to bore everyone over the internet but the long and short of it is that we are back safely with meat in the freezer. He drew an anterless tag and after some long days at 10K, we got on a decent herd. Rough country up top, low visibility and very steep. We were on hands and knees for some of the accent/decent packing the meat out. Beautiful animals for sure and I feel extremely fortunate for such an opportunity. Over the course of the season we tracked roughly 60 miles hoofin' it. Shot was taken at roughly 80 yards, literally right on top of these herds it was like a bump and run the entire time in the dense stuff. On the last day of the season we found the keeper and were packing it out well before shooting light ended, what a day.



The pyrometer performed beautifully, funny enough it wasn't the passes in colorado or utah that gave it any trouble, I got the hottest here in CA up to Cajon pass. Maybe the weather being 80s here and much cooler out there is where the problem came in. I could pretty much keep it in cruise control the whole time and it would stay around 1,100 with ease on the the harder climbs. Touched ~1200 a time or two just to see what type of driving conditions would warrant that. Surprisingly, I had plenty of power and airflow I didn't really have to wind the motor up to keep the EGTs down. Maybe it is the culmination of all of the proposed mods that reduce EGT even by a small margin, added all up could really be helping out. Gutted EBPV, No Cat, 6637 Airfilter, 3" downpipe... If I let off the throttle a little bit it would continue to pull the grade just fine all the while plummeting the EGTs with reduced RPMs. Pretty cool to know for sure exactly how to drive the truck safely in pretty much any condition now.



What a gorgeous place. We were in unit 61 up the hill from Montrose. Weather cooperated-- though it was plenty cold, it could have been much worse. About 15 degrees at camp in the mornings.



Unofortunately my brother has most of the pictures but I'll post one of a nice piece of brisket when we were processing all of the meat.



Thank you all again for your help. Seems to be a smaller and smaller group here on the forums over the years. I hope that I'll be able to contribute even a fraction of what I have learned. Just about all I see these days on here are cranks no starts that never seem to get closure. I hope I never find myself doing the kind of electrical diagnosing that I have seen done here as I'd be up #### creek without a paddle at that point.

If anyone has a better way to upload pictures I'm all ears, the quality of pics that the server turns out is just about useless.


Matt IMG_4512.jpg
 

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Cool cool Matt, congrats on the Hunt and mods for the truck!
I use DropBox to store images and then link to where ever I chose.
Cheers,
jrc
 

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That Cajon Pass is steeper and longer than a lot of people think.
 

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Cajon pass is pretty good, the slowest I've gotten down to is the Cuesta Grade on the 101 just north of Pismo beach, its not very long, but very damn steep, I rarely see pickups towing trailers over 45mph, and most semis are doing 30-35mph. Tejon (The grapevine) is a good one too.
 

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Lt.Dan,

I'll second the Tejon pass... didn't help that I had a 7 by 7 foot sail (crate) on the trailer behind me.

Cj
 
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