Bigger replacement radiator

[juddski88]

Where in the F*** is the ECT sensor, if I knew I wouldn't ask.?

It's on top of the thermostat housing

 

[malibu795]

Cooling Cycle (6.6L Diesel Engine)

Coolant is drawn from the radiator outlet and into the water pump inlet by the water pump. The coolant flows to the heater core while the engine is running. This provides the passenger compartment with heat and defrost.
Coolant is then pumped through the water pump outlet and through the coolant pipe to the engine oil cooler. The coolant flows around the oil cooler element and to the rear engine cover. The rear engine cover distributes the coolant flow to both banks of the engine block. In the engine block, the coolant circulates through the water jackets surrounding the cylinders where it absorbs heat.
The coolant is then forced through the cylinder head gasket openings and into the cylinder heads. In the cylinder heads, the coolant flows through the water jackets surrounding the combustion chambers and valve seats, where it absorbs additional heat.
Coolant is also directed to the turbocharger. There it circulates through passages in the center housing. During engine warm-up cycle the bypass valve located in the turbocharger inlet hose at the outlet pipe prevents coolant flow. During normal operating temperatures, the coolant assists in keeping the turbocharger cool.
From the cylinder heads, the coolant flows to the thermostats. The coolant flows from the thermostat housing to the water pump through the bypass pipe until the enginereaches 85°C (185°F).
Operation of the cooling system requires proper functioning of all cooling system components. The cooling system consists of the following components:

Thermostats (6.6L Diesel Engine)

The thermostats are coolant flow control components. The purpose of the thermostats are to regulate the correct operating temperature of the engine. The thermostats utilizes a temperature sensitive wax-pellet element. The element connects to a valve through a piston. When the element is heated, it expands and exerts pressure against a rubber piston. This pressure forces the valve to open. As the element is cooled, it contracts. This contraction allows a spring to push the valve closed.
The 6.6L diesel engine requires two thermostats for correct coolant flow. The front thermostat is a dual purpose thermostat. The front thermostat controls the coolant flow to the bypass port and to the water outlet. The rear thermostat only controls the coolant flow to the water outlet.
When the coolant temperature is below the rated thermostat opening temperature, the front thermostat valve remains closed to the water outlet and is opened to the bypass port. The bottom portion of the thermostat is raised off of the bypass port while at the same time the top portion closes the coolant flow to the water outlet. The rear thermostat also is closed to the water outlet during engine warm-up. This prevents circulation of the coolant to the radiator and allows the engine to warm up quickly. After the coolant temperature reaches 82°C (180°F) the front thermostat primary valve opening temperature, the front thermostat primary valve will start to open. The coolant is then allowed to circulate through the thermostat to the radiator where the engine heat is dissipated to the atmosphere. As the engine coolant reaches 85°C (185°F) and more coolant demand is required the front thermostat secondary valve begins to close the bypass port and the rear thermostat begins to open coolant flow to the water outlet. The thermostats will continue to control the coolant flow by opening and closing. The front thermostat will be fully open when the coolant temperature reaches 95°C (203°F) the rear thermostat will be fully open when the coolant temperature reaches 100°C (212°F). The thermostat also provides a restriction in the cooling system, even after the it has opened. This restriction creates a pressure difference which prevents cavitation at the water pump and forces coolant to circulate through the engine block

Engine Oil Cooler (6.6L Diesel Engine)

The engine oil cooler is a heat exchanger. The engine oil cooler is mounted to the left lower corner of the engine. The oil filter is attached to the oil cooler housing. The engine coolant flows around the oil cooler element. The oil cooler element is a series of plates. The engine oil temperature is regulated by the temperature of the engine coolant that surrounds the oil cooler as the engine oil passes through the cooler.
The engine oil pump, pumps the oil through the engine oil feed line to the oil cooler. The oil then flows down through the cooler while the engine coolant absorbs heat from the oil. The oil is then pumped through the oil return line, to the oil filter, then to the main engine oil passage.

Turbocharger Bypass Valve (6.6L Diesel Engine)

The turbocharger bypass valve is a temperature control valve. The valve is located in the turbocharger coolant inlet hose at the water outlet tube.
The purpose of the valve is to close the coolant flow through the turbocharger. Closing off the coolant flow through the turbocharger avoids turbocharger overcooling.

http://www.dieselplace.com/forum/4377955-post9.html

From your technical posts figured you knew, and thought I relocated mine..

It's on top of the thermostat housing

Which is right next to the oil fill cap

As for transmission temp its probably in the valve body for factory location

 

[juddski88]

From your technical posts figured you knew, and thought I relocated mine..

Which is right next to the oil fill cap

As for transmission temp its probably in the valve body for factory location

Correct, it's part of the pressure switch manifold.

 

[Chevy1925]

Time to mount a bigger radiator in the bed... That truck is a wanna be pre-runner anyway

Ha!

 

[THEFERMANATOR]

I can easily believe 5-10° hotter that rated temp for full open.. Not some ~30°.. Only times I've seen above 210° ECT.. Towing without an aux oil cooler, and a worn out fan clutch..... Even towing in 95-100° humid temps with heavy wind drag load in rolling hills.. that's only on the 7-13 mile long 5-7% grades when I get stuck behind a big trucks which reduces airflow to the gril.. towing upwards of 29,000lb trailer
ECT where very similar between my lbz repowered 99, that ran a lb7 radiator/CAC stack for cooling, and my LMM

I've yet to see real world temps indicative to what either of you guys have posted, outside the two exceptions I stated earlier

As I said, most vernatherms(the part that actually makes a t-stat work) only have a 15-20 degree max temp swing requirement to go full open. Many only require 5-10. Just posting what the general says they are supposed to do. Also when it comes to the bypass blocker, it works against a secondary spring, so it can change the vernatherms characteristics of how it responds to temperature from initial opening, hitting the secondary spring for the blocker, then going full open. I know mine will run right around 205 for the most part towing until I hit a grade, then it comes up and will normally level off around 210-215. I have alot less airflow through my cooling stack due to the small frigggen grill opening my 95 GMC grill has(I think the CHEVY grill had a larger opening in it, but neither were anywhere near as large as the 3500HD's), so I don't get much ram air until I'm running 55 or better. I know my fan clutch starts to pull in around 215-220 when I'm running 70, and comes in sooner at slower speeds.

 

[Verlon at ATP]

Towed the race truck up Cabbage outside of Pendleton, OR yesterday. 20k combined. In the lly with MPI twin's running a 400hp tune. Cabbage is 8 miles of steady 6% grade.

set cruise at 60 in 4th gear running about 2500 rpm. ECT climbed steadily to 220 before fan kicked on. once fan engaged pulled temp down to 210 before it disengaged. Oil temps climbed to 250, peaking at 260 for a short period. As long as the fan stayed engaged I could pull that hill all day long with no concern.

As a contrast, on my 650hp tune I stay in 5th gear cruise set at 70 with rpm at 2000. All of the temps seem to mirror the lower power tune and as long as the fan kicks on I can pull the hill without coming off of cruise. I did however punch a hole in a piston after 20k miles of towing like that.

 

[Verlon at ATP]

No room. I don't have a factory front bumper to hide it behind and my oil cooler takes up what little space I had under there for one

Saw this setup over the weekend on an LBZ. It looks really nice and the owner said it made a world of difference. He had the fan option to. It is spendy though. $1800

Didn't bring over pic. My bad.

 

[Chevy1925]

Towed the race truck up Cabbage outside of Pendleton, OR yesterday. 20k combined. In the lly with MPI twin's running a 400hp tune. Cabbage is 8 miles of steady 6% grade.

set cruise at 60 in 4th gear running about 2500 rpm. ECT climbed steadily to 220 before fan kicked on. once fan engaged pulled temp down to 210 before it disengaged. Oil temps climbed to 250, peaking at 260 for a short period. As long as the fan stayed engaged I could pull that hill all day long with no concern.

As a contrast, on my 650hp tune I stay in 5th gear cruise set at 70 with rpm at 2000. All of the temps seem to mirror the lower power tune and as long as the fan kicks on I can pull the hill without coming off of cruise. I did however punch a hole in a piston after 20k miles of towing like that.

what were the outside ambient temps Verlon? i have about 20-25k cumulative miles towing at 600hp pulling just as you did on your 650hp tune. total of 35k on the motor currently.

Saw this setup over the weekend on an LBZ. It looks really nice and the owner said it made a world of difference. He had the fan option to. It is spendy though. $1800

agreed but there is no way to make it look nice with the way my front end is setup currently. wish i could get an answer back on his replacment radiator.

 

[Verlon at ATP]

Outside temp was 88 Degrees of Fahrenheit.

 

[Verlon at ATP]

what were the outside ambient temps Verlon? i have about 20-25k cumulative miles towing at 600hp pulling just as you did on your 650hp tune. total of 35k on the motor currently.

Mine was on stock lly pistons that had a good amount of miles on them already. That mileage was on a rebuilt lly with lbz rods and other supporting engine fixes. Hopefully a full built motor would be able to handle that power better while towing.

 

[Chevy1925]

what were the outside ambient temps Verlon? i have about 20-25k cumulative miles towing at 600hp pulling just as you did on your 650hp tune. total of 35k on the motor currently.

Mine was on stock lly pistons that had a good amount of miles on them already. That mileage was on a rebuilt lly with lbz rods and other supporting engine fixes. Hopefully a full built motor would be able to handle that power better while towing.

hopefully, that was my plan anyhow. these are still the original LB7 pistons that came in my truck accept one but have been delipped, no coating. trying to keep things as cool as possible to prolong longevity as well.

 

[Chevy1925]

Been talking with cool towing dot com. Very knowledgeable guy and helpful. The replacement radiator he thinks won't be a for sure thing. The aux radiator would be the better route but obviously I have reality issues.

Hmmmm

 

[Verlon at ATP]

Number 7 on the lly. Was a good thing the race truck can double as a tow truck. Was a long way from home when it happened.