Thread: D4 3.0l TDV6 monitoring EGTs

Originally Posted by dalil

Last January returning from Renmark (SA) to Mildura at 40C towing 2.8t caravan at around 110 km/h i record very scary high temperatures, compare to normal easy driving.
Oil temperature is gear box oil




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Mine is running around 100 degrees (coolant) and 98 transmission on the flat while towing. Up steep hills the coolant goes up to at least 108, at which time the fan is fully engaged and the temp will go down if you change down a couple of gears to take load off the engine and increase the fan speed. Staying in sixth at 100kph the temp keeps rising to about 112, at which time the temperature gauge suddenly jumps from the middle to the top of the gauge. The sump oil is also around 125 to 130. This is in air temps of around 30 degrees.

I am currently towing a Kimberley Karavan, which is by no means a difficult tow, around Australia and I have been monitoring it closely on the iPad. I noticed this last year towing to Albany over Christmas, when I first got the IID. I would hate to tow 3.5 tons of full height caravan at 100kph! Regular transmission and engine oil changes are obviously very important with them seeing these temperatures on a regular basis while towing. Mine is basically used 100% for towing these days as I have the DS for every day use. Without the IID you don't know it is getting hot as the temperature gauge just stays in the middle, except for very brief periods if you happen to look at the gauge for the second that it goes up on a hill.

I have also found that the fan starts engaging at around 100 degrees and is fully engaged at 108. Monitoring the fan speed on the IID shows that the fan speed gradually increases over that temperature range but you can only hear it roaring at temps above 108.

Originally Posted by DiscoJeffster

An engine will have an EGT related to output. If a similar engine is outputting a similar power, EGT should be similar. Eg at CRUISE towing, both engines will need to output the same power to make the same weight car travel at the same speed. For this reason, aside from flat throttle, SD and TD is a misnomer. FLAT Throttle is different. Don't forget early TDV6 were SDV6 power so watch the comparison.

Righto, I'll phase this differently. Presuming that a 155kW TDV6 is mechanically identical to a 180kW SDV6 and the only difference is the OEM tune, I would presume the benchmark for dangerous territory would be EGTs produced by the higher power 180kW SDV6 engine?

Chris

My Bank 1 and Bank 2 temperatures are always very similar, as they should be, or one bank is not producing any power.

I have only ever seen around 500, not 595.

By the way, my engine is the old version of the SDV6 with 600Nm.

Originally Posted by cjc_td5

Righto, I'll phase this differently. Presuming that a 155kW TDV6 is mechanically identical to a 180kW SDV6 and the only difference is the OEM tune, I would presume the benchmark for dangerous territory would be EGTs produced by the higher power 180kW SDV6 engine?

Chris

What about the 225kw RRS SDV6? throw that one into the equation!

Bank 1 temperature come up when engine rpm is over 2500, or when second turbo kick in.
I have 3 litre TDV6.
Dali

Originally Posted by scarry

Can this be done on the D4 2.7,does anyone know?

I have the Gap tool,but haven't seen the EGT temps using it.

Mine is BT,i use it on my iPad.

I don't personally know however I believe the 2.7 does not have EGT probes. As I said I dont know but what I am basing it on is that I am in contact with a local who is having his engine changed and wanted to be able to read EGTs. With the body off they went looking and could not find any and as you have indicated EGTs do not seem to show up on the various test tools.

He got an aftermarket EGT kit and gauge installed while the body was off.

So if anyone can confirm or deny whether the 2.7 has EGTs and how to best measure them please let us know - I did have a Scanguage on 2.7 for a while and nothing showed up there.