Oil temperature ?

[255/85]

If it's in the ECU then it's likely accessible via any of the OBD2 dongles. For those that REALLY need to know, y'know?

It's like adding an aftermarket turbo EGT gauge. Mildly interesting in a geeky way but of no useful value without temperature limits.

No self respecting US diesel pick-up owner would be without an EGT and boost gauge. Monitoring EGTs is beneficial for prolonging engine life. A boost gauge is mainly a diagnostic tool. I added both within a week of receiving my new Cummins powered truck 25 years ago. Switching them on is still part of my pre-flight check list.

I am only slightly disappointed that we petrol owners lost the oi temp reading. What I really want to know is the engine oil pressure - for both long and short term engine monitoring. The Grenadier is the only vehicle we own without a dedicated oil pressure gauge.

 

[Clark Kent]

No self respecting US diesel pick-up owner would be without an EGT and boost gauge. Monitoring EGTs is beneficial for prolonging engine life. A boost gauge is mainly a diagnostic tool. I added both within a week of receiving my new Cummins powered truck 25 years ago. Switching them on is still part of my pre-flight check list.

I am only slightly disappointed that we petrol owners lost the oi temp reading. What I really want to know is the engine oil pressure - for both long and short term engine monitoring. The Grenadier is the only vehicle we own without a dedicated oil pressure gauge.

I'm not trying to dissuade anyone from bolting stuff onto their truck. Heck, I was running a boost gauge and an EGT gauge on a 1.5 litre 4 cylinder turbo Nissan in the 80s. But I was working with a tuner to develop an intercooler kit so we were monitoring for effects not regular operation.*

My point about monitoring EGT without baseline manufacturer data is where do you set the limits? Instinctively you know that lower must be good for engine preservation but are you then driving your truck to the EGT gauge? Sure a climbing EGT on a long hill might make you back off the pedal but that's just gut feel without knowing the limits. Now if you do have that data that's different to just whacking on some aftermarket gauges from the speed shop. Aftermarket means it's not manufacturer supported or calibrated. If you have broad industry experience like @NQ94 or you get actual numbers from the manufacturer for your engine - different story.

For relevance, I have (dated) qualifications and experience in heavy diesel plus recent maintenance and diagnostics experience on GE, Rolls-Royce and Honeywell gas turbines. I understand the benefits of monitoring gas temps.

*That 1985 Nissan was like a light switch. Either OFF or ON. Nothing at the pedal until the boost arrived then it wanted to torque steer straight off the road courtesy of front wheel drive with unequal length drive shafts. Of course we knew that but much fun was had and tyres were cheap.
For the locals: the tuner was Turbocharger Technology in North Sydney. They built the 1985 limited edition 78kW (105hp) 1.5 litre KB Turbo Laser for Ford when they started chasing the enthusiast market in Australia.

 

[Znarfgh]

That was my understanding too.
If people want to chase their anxiety , exploring various parts with an IR gun can assist
Or an OBD tool.
I trust the Grenadier has been engineered to cope with a variety of loads. User error such as overloading or allowing componenrs such as radiators to become damaged/ blocked is what it is. Ignorance!

My previous vehicle, a Grand Cherokee Diesel, had several overheating issues in its life and I kept a close eye on oil temps (in degr. C) as the coolant was a needle readout.

I was always anxious that the problem would return and never quite trusted the vehicle (I think I've been scarred for life) so I tend to keep an eye on temps. That being said, there was probably some paranoia on my part as the B57 has readouts that worried me in the Jeep.

 

[NQ94]

I'm not trying to dissuade anyone from bolting stuff onto their truck. Heck, I was running a boost gauge and an EGT gauge on a 1.5 litre 4 cylinder turbo Nissan in the 80s. But I was working with a tuner to develop an intercooler kit so we were monitoring for effects not regular operation.*

My point about monitoring EGT without baseline manufacturer data is where do you set the limits? Instinctively you know that lower must be good for engine preservation but are you then driving your truck to the EGT gauge? Sure a climbing EGT on a long hill might make you back off the pedal but that's just gut feel without knowing the limits. Now if you do have that data that's different to just whacking on some aftermarket gauges from the speed shop. Aftermarket means it's not manufacturer supported or calibrated. If you have broad industry experience like @NQ94 or you get actual numbers from the manufacturer for your engine - different story.

For relevance, I have (dated) qualifications and experience in heavy diesel plus recent maintenance and diagnostics experience on GE, Rolls-Royce and Honeywell gas turbines. I understand the benefits of monitoring gas temps.

*That 1985 Nissan was like a light switch. Either OFF or ON. Nothing at the pedal until the boost arrived then it wanted to torque steer straight off the road courtesy of front wheel drive with unequal length drive shafts. Of course we knew that but much fun was had and tyres were cheap.
For the locals: the tuner was Turbocharger Technology in North Sydney. They built the 1985 limited edition 78kW (105hp) 1.5 litre KB Turbo Laser for Ford when they started chasing the enthusiast market in Australia.

Aircraft engines and gas turbines are totally out of my league I can understand the accuracy with monitoring and keeping within manufacturers specifications. Turbines like industrial and marine piston engines there is a lot of money tied up in the machine and the downtime so no tinkering was done there just strictly by the book OEM.
Old Patrols and LC engines with mechanical injection we used to push and we did do a bit of damage with our trial and error ways.

 

[TheDocAUS]

Decades ago when I was more "anal(ogue) retentive" than I am now it was common to adorn one's new (= pre-loved) 4 wheel acquisition with a cluster of Smiths/VDO gauges to replace idiot lights... One might then if truly keen, rotate all gauges, including the tacho (rev counter) and speedometer such that when cruising at the open highway limit of 60mph, all gauges would be pointing vertically .... half the entertainment was in actually installing said gauges..... Ah!the joys of a carefree youth!

Here is some help to relive your youth.

The old Patrol had 3 Autron gauges (now Redarc) installed, with 3 readings on each gauge. I am tempted to add EGT and Turbo PSI to the IG, but I am still waiting for a pillar pod for the IG. If I wait long enough INEOS may actually give those readings on the centre console, as the ECU does monitor both of these things.

AUTOMOTIVE GAUGES
In Australia the main automotive gauge makers are Redarc, SAAS HULK4X4, JRG Edge, VDO Gauges and Raceworks. 4x4 Concepts make custom pillars pods, nothing for the INEOS so far, you will need to use a generic pod like that from Redarc. Look for more links under SWITCHES, SWITCH PANELS, ETC.

 

[NQ94]

Here is some help to relive your youth.

The old Patrol had 3 Autron gauges (now Redarc) installed, with 3 readings on each gauge. I am tempted to add EGT and Turbo PSI to the IG, but I am still waiting for a pillar pod for the IG. If I wait long enough INEOS may actually give those readings on the centre console, as the ECU does monitor both of these things.

Have a look at the Banks IDash gauges. One gauge can do multiple parameters and have the ability to data log.

 

[255/85]

I'm not trying to dissuade anyone from bolting stuff onto their truck. Heck, I was running a boost gauge and an EGT gauge on a 1.5 litre 4 cylinder turbo Nissan in the 80s. But I was working with a tuner to develop an intercooler kit so we were monitoring for effects not regular operation.*

My point about monitoring EGT without baseline manufacturer data is where do you set the limits? Instinctively you know that lower must be good for engine preservation but are you then driving your truck to the EGT gauge? Sure a climbing EGT on a long hill might make you back off the pedal but that's just gut feel without knowing the limits. Now if you do have that data that's different to just whacking on some aftermarket gauges from the speed shop. Aftermarket means it's not manufacturer supported or calibrated. If you have broad industry experience like @NQ94 or you get actual numbers from the manufacturer for your engine - different story.

For relevance, I have (dated) qualifications and experience in heavy diesel plus recent maintenance and diagnostics experience on GE, Rolls-Royce and Honeywell gas turbines. I understand the benefits of monitoring gas temps.

*That 1985 Nissan was like a light switch. Either OFF or ON. Nothing at the pedal until the boost arrived then it wanted to torque steer straight off the road courtesy of front wheel drive with unequal length drive shafts. Of course we knew that but much fun was had and tyres were cheap.
For the locals: the tuner was Turbocharger Technology in North Sydney. They built the 1985 limited edition 78kW (105hp) 1.5 litre KB Turbo Laser for Ford when they started chasing the enthusiast market in Australia.

I'm not a true motorhead but don't most pistons melt at a fairly narrow range of temperature? Doesn't oil coke in turbo bearings if they're too hot at shutdown?

I think pre and post turbo temp limits are pretty well known over here for the diesel engines that come in Ford, Chevy, and Dodge trucks. The after market fueling mods available here can get you into trouble pretty quickly without some way of monitoring things.

Earlier today I was looking at two stuck pistons that came out of a 12 valve 5.9 Cummins with only 70K miles on the clock (they will typically go 500K before needing a rebuild). No gauges and they decided to tow heavy up a long grade. Technically the bores were fine but there was no way to get the melted aluminium out of the cross hatching. Hard to say if gauges would've helped but they couldn't have made things any worse.

I still want to know my oil pressure dammit.

 

[Clark Kent]

I still want to know my oil pressure dammit.

We're in a dumbed down world where the manufacturer monitors temps and pressures on our behalf and tell us, often too late to be useful, when it's headed out of the park. It's the Sikorsky story I shared earlier.
We're also is a lawyered up world where specs are read like statutory declarations.
"Tell 'em nuthin"

 

[NQ94]

I'm not a true motorhead but don't most pistons melt at a fairly narrow range of temperature? Doesn't oil coke in turbo bearings if they're too hot at shutdown?

I think pre and post turbo temp limits are pretty well known over here for the diesel engines that come in Ford, Chevy, and Dodge trucks. The after market fueling mods available here can get you into trouble pretty quickly without some way of monitoring things.

Earlier today I was looking at two stuck pistons that came out of a 12 valve 5.9 Cummins with only 70K miles on the clock (they will typically go 500K before needing a rebuild). No gauges and they decided to tow heavy up a long grade. Technically the bores were fine but there was no way to get the melted aluminium out of the cross hatching. Hard to say if gauges would've helped but they couldn't have made things any worse.

I still want to know my oil pressure dammit.

Yes to both. Old school engines suffered more because there was no monitoring of systems that could pull back fuel delivery, it was all on the operator. Something as simple as a blocked air filter and lugging down an engine can increase EGT considerably. Turbo that where only oil fed suffered from coking when shut down with no idle time. The problem is still there but most turbo now have water cooled bearing housings. The issue is that there is no oil supply to lubricate a fast spinning turbo in a very hot housing 500C+ if the engine is shut down immediately after heavy work. Some turbos these day are rotating at 200 000+ rpm old type turbo would push around 130k rpm.

 

[AWo]

For the engine I would be more interested in the oil pressure, in the gearbox I would look for the temperature.

AWo

 

[Tazzieman]

Personally, as the big bills of a pelican colony don't appeal (plus long term ownership plans), I dont intend pushing my B58 to its absolute limits. Though no doubt others will, maybe with a performance tune as well, in high ambient temperatures.
With any extreme use I would think extra monitoring would be wise , as is the case with motor racing.
But again , most owners won't be towing and/or thrashing.

 

[TheDocAUS]

Have a look at the Banks IDash gauges. One gauge can do multiple parameters and have the ability to data log.

Thanks, they are very different to the usual gauge going around.

 

[NQ94]

Personally, as the big bills of a pelican colony don't appeal (plus long term ownership plans), I dont intend pushing my B58 to its absolute limits. Though no doubt others will, maybe with a performance tune as well, in high ambient temperatures.
With any extreme use I would think extra monitoring would be wise , as is the case with motor racing.
But again , most owners won't be towing and/or thrashing.

It's not hard to have an engine tuned for hauling working at full torque, like when towing. This is generally lower in the rev range and may not be at full horse power and generally within the normal working RPM. A hauling/working engine will have a flatter torque curve starting lower in the rpm and lasting longer than an engine tuned for performance or racing. At this point the engine uses the most fuel, combustion is the best, generates the most heat and has a noticeable nice engine and turbo note with no black smoke. With an automatic there is a short rpm window at full torque before the transmission shifts down and or drops torque converter lockup to keep the rpm higher.

 

[landmannnn]

On my last bike ride apparently I changed gear 7,700 times.
My watch tells me I had 2hrs 2mins REM sleep last night.
My phone tells me my body protein is 18.7%
It appears my right rear IG tyre is at 21°C

Are we bombarded with data without the means or knowledge to interpret it?

 

[Tazzieman]

On my last bike ride apparently I changed gear 7,700 times.
My watch tells me I had 2hrs 2mins REM sleep last night.
My phone tells me my body protein is 18.7%
It appears my right rear IG tyre is at 21°C

Are we bombarded with data without the means or knowledge to interpret it?

Yes , in 2025 people are overwhelmed with data and anxiety.
I don't wear a watch, don't have a clock in the bedroom, count calories/joules/steps walked- and I don't monitor body composition in any way.
My calm intuition is to die for

 

[Logsplitter]

Yes , in 2025 people are overwhelmed with data and anxiety.
I don't wear a watch, don't have a clock in the bedroom, count calories/joules/steps walked- and I don't monitor body composition in any way.
My calm intuition is to die for

We are the same in our house. No bathroom scales either.

 

[ECrider]

When my shorts are tight I eat a little less, when they are feeling loose I have another wine.