Practical Tips for Owner-Operators and Fleets to Reduce Heat Stress
If you’re looking to extend your engine’s life and avoid heat-related failures, here are some practical recommendations:
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Install a Pyrometer (EGT Gauge) and Monitor It: First and foremost, knowledge is power. Make sure you have a quality pyrometer with the probe in the exhaust manifold (pre-turbo) to monitor real EGTofficial.bankspower.comofficial.bankspower.com. This allows you to adjust your driving in real-time – if you see EGT climbing above your comfort zone (e.g. 1,200°F), you can downshift or ease off. Many stock trucks don’t include an EGT gauge, but it’s a relatively simple addition that can warn you of dangerous conditions before damage occursofficial.bankspower.com. Think of it as an engine-saving investment; as Banks Power puts it, a pyrometer lets the driver “keep his engine out of EGT trouble” and even guide for optimum fuel economy driving. We have a collection to choose from:
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High-Flow Exhaust Manifold: If your engine is using a stock manifold, consider upgrading to a proven high-flow, one-piece exhaust manifold. Choose a manifold like a PPM manifold the has a wider diameter to a stock manifold allowing 20% more airflow. Which helps Exhaust Gas Temperatures to drop from 75-100 degrees. This larger manifold design allows the engine to breath better and run less restricted.
The PPM manifold also fixes a common issue with stock manifold of class 8 semi-trucks. The fact that they leak. The leaks tend to come from two places usually expansion joints, or cracks.
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Expansion joint leaks - The expansion joints of a manifold are the two joining points where the manifold center-section connect to the two side pieces. Because it is a metal on metal connection with no gasket. And the manifold is prolonged to extreme heat cycles, the metal between the joints tends to deteriorate. Causing exhaust leaks between the joints.
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Cracks - Another place that stock manifolds tend to crack is near the middle of the manifold, because that is where most of the heat is concentrated, coming out of the engine. Since OE manufacture try to save money they, used a little metal as possible to make the manifolds, and the thin metal used, tended to crack under the extreme heat causing exhaust leaks.
Exhaust leaks are only making your engine work overtime, as it has to compensate for a leak in a the pressurized system that is the engine. Which is what boost is measuring. Check out our PPM collection here:
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Turbocharger Matching: Evaluate your turbo. If you’ve added power via tuning or injectors, the stock turbo may be too small – leading to high EGT and potentially reduced turbo life. Upgrading to a slightly larger turbo or a more efficient modern unit can drastically drop EGT and EMP (exhaust manifold pressure). Give us a call 832-867-3345 to help you select a turbo that supports your horsepower goals with adequate airflow. For heavy towing or multi-use trucks, you might even consider a compound turbo system to cover all bases. The goal is a turbo setup that can supply ~18:1 air-fuel ratio or better at full load (for low smoke), and has a drive-pressure-to-boost ratio near or below 1:1 at max power. This will ensure EGTs stay in check even when you push the engine. Also, ensure your wastegate (if you have one) is functioning or set properly – an overly conservative wastegate that limits boost can cause high EGT (excess fuel). Likewise, if you have a VGT, keep it clean and calibrated; sticky vanes can mimic a mismatched turbo by not providing the right airflow at the right time.
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Intercooler and Charge Air System: Check the condition of your intercooler (CAC). Pressure test it to see if there are leaks. Even a small leak wastes boost and heats up your engine – we pressure test coolers for free. Just set an appointment. Fixing or upgrading your CAC can recover lost performance and lower EGT. If your truck has plastic intercooler end tanks and you run high boost, consider an all-aluminum performance intercooler to prevent future failures. Make sure the cooler is kept clean externally (clear of bugs/debris) so it can dissipate heat. Also, upgrade flimsy or old boost hoses (“CAC boots”) – aging rubber can balloon or crack, causing boost leaks under load. High-quality silicone boots with T-bolt clamps ensure you’re not losing boost pressure (which would force the turbo to overspeed and overheat the air). All these steps keep your intake air dense and cool, which directly helps keep EGT low. We have a CAC boot kit here:
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Exhaust Downpipe Upgrades: A free-flowing exhaust downpipe (the pipe coming out of your turbo) can slightly improve your EGT as well. Less restriction after the turbo reduces turbine drive pressure. While the manifold and turbo are bigger factors, a straight-through 4" or 5" exhaust on a Class 8 truck can typically shave ~50°F off peak EGT and also help the turbo spool a bit faster. It’s a relatively easy mod for older trucks (just ensure it’s legal in your area and doesn’t remove required emissions equipment). Many drivers report modest EGT drops and a bit lower exhaust noise by upgrading the muffler to a performance one. Here is a kit for a easy to install downpipe kit for Peterbilt's and Kenworth's:
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Engine Tuning (Software): If you use aftermarket tuning, be sure the tune is appropriate for sustained use. Some aggressive tunes dump in fuel for power but at the cost of high EGT. For heavy hauling, a more moderate tune with slightly less fuel or more timing advance can burn fuel earlier in the stroke and result in lower EGT for only a small sacrifice in peak horsepower. Essentially, don’t overfuel for the turbo you have. A well-tuned engine should not pour black smoke – black smoke is wasted fuel that turns into heat in your exhaust manifold. Work with tuners who understand your usage (towing vs racing) and can program safe EGT limits. Many ECMs can be set to pull back fuel if EGT gets critical, which is a nice safety net if available.
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Cooling System Health: Ensure your cooling system (radiator, fan, coolant flow) is in top shape. While this primarily controls coolant temp, a strong cooling system indirectly helps keep EGT down because a cooler engine block and head can absorb more combustion heat. There’s a symbiosis: if your radiator is partially clogged or fan clutch is weak, coolant temps rise, and often EGT will creep up too because heat isn’t leaving the engine as effectively. So flush coolant on schedule, keep the radiator and CAC fins clean, and consider upgrades like a higher capacity radiator or an auxiliary electric fan if you do a lot of mountain towing in heat. It all helps manage the total heat. If you need extra cooling consider a 4 row, dimple tube radiator design. This radiator has more cooling rows and has dimples all across the cooling tubes to allow for more surface area. Since the tubes have more surface area with the air they are more efficient in cooling. P.S. we have them in stock.
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Drive Smart: Driver technique plays a significant role in controlling EGT. Avoid lugging the engine – it’s far better to downshift and let RPMs climb than to hold a high gear, low RPM with the pedal mashed, which is a classic recipe for soaring EGT (lots of fuel, little air flow). Use your pyrometer as a guide: if you see EGT climbing above your target (say 1,200°F), downshift preemptively to get more airflow. On long grades, ease off a bit if needed to keep temps in range – you’ll lose a minute of time but preserve your engine. Additionally, after a hard run, let the engine idle a few minutes to cool down the turbo before shutoff. This doesn’t directly lower EGT during use, but it prevents oil coking in the hot turbo and keeps the heat soak from spiking when coolant flow stops. Think of it as an “EGT cooldown” routine; many pyrometers have a feature to wait until EGT drops to a certain temp before you shut off.
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Regular Maintenance: A well-maintained engine runs cooler. Change air filters routinely – a dirty air filter chokes airflow and can raise EGT due to a richer mixture. Keep an eye on fuel injectors; a dribbling or mis-spraying injector can cause a cylinder to run hot. If you notice one cylinder consistently higher on EGT (for those with multi-probe setups), investigate for injector or valve issues. Use good quality oil – it helps carry away heat from pistons and turbos. And don’t forget to periodically clean out the intercooler and EGR cooler (if equipped) – carbon build-up can insulate and reduce heat transfer, hurting cooling performance.
By implementing these tips, owner-operators and fleet managers can significantly reduce downtime and extend engine service life. Think of it holistically: use hardware upgrades to improve the engine’s cooling and breathing, and use smart driving and maintenance to keep everything in optimal condition. The payoff is an engine that stays within safe temperature limits even when working hard, translating to fewer