So I installed my exhaust temperature gauge and probe last weekend. It was a rather involved process which included removing the turbo and exhaust manifold. I drilled and tapped the bottom of the manifold near the turbo to accept the probe. All in all it was simple enough, just time consuming.
Anyways, the gauge is reading pretty high. Much high than I would expect. At idle it stays between 350 and 400F. Cruising at 55 to 60mph it says about 1100F. I have had it as high as 1250F on acceleration. Pretty sure there is nothing actually wrong with the motor. It's running strong, with no problems for the past 30k miles. Not even the CEL is on and, no, it's not burnt out or disabled. I was wondering who else has a pyrometer, what kind of readings are you getting, and where exactly did you mount the probe?

Those are perfectly fine temps, I dont like going over 1350 for very long but i dont think there are any tunes/tuners that increase temp that high. Anything over 1400 be very careful......air intakes, and lower back pressure in the exhaust are key to lower egt's but you can get much more involved but then again im not sure whats available for the 2.8L.

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2003 Liberty Renegade - 235/85/16 BFG a/t on Moabs - Factory skids - Franken Lift - ARB/9k warn tabor - Flow-master muffler
2005 Liberty CRD - Ironman lift kit (contact me if interested-have a US distributor) - 245/75/16 Treadwrights on Moabs - EHM - Flow-master muffler - TransGo shift kit not installed

The temps measured do vary slightly depending on where you put the Pyro probe. My probe is located in the exhaust manifold near the turbo inlet. I have had mine in place for over nine months, so I have measurements before the GDE ECO TUne and after. In my experience EGT goes down after the ECO tune (probably a reduction in over-fueling situations). My Prosport memory gauge shows a peak of 1150F, and that was in on a hot day when I was towing my campertrailer in hilly terrain into a headwind. In normal highway driving I have usual peaks around 800- 900F, but again this depends on the terrain. I can keep the EGT below 600F through light throttle driving around town. The temp you see is very much a function of your right foot, thus the relationship with fuel economy.

I have noticed another factor affecting EGT which I really can't explain, different oils used in the engine can boost EGT by 50-100F especially at the lower range. For some reason some synthetic oils raise the EGT over the levels shown when running semi-synthetic oil. No idea why this is so, is it the additive package?

Glen,

Can you post which type of oils and weight those were that you noticed the diffenrence with?

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2006 Liberty Limited CRD, Deep Beryl Green, Yeti tune, Arp studs, new cams, rockers, lifters, TB. "Green Monster"
2005 Liberty Sport CRD, Deep Beryl Green, GDE Hot Tune, ARP studs. "Rocket"
1982 Fiat 124 Spider Convertible. "Fiona"

Sounds like your pyro is reading a couple of hundred too high? I doubt you Jeep is idling at 400 EGT?

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20 year owner of Libby CRD!
2006 LTD Bright Silver loaded with all the needed mods, CCV intact.
Equipped with HDS thermostat, plenty of heat, faster warm-ups, increased fuel mileage.

When I opened up my Exhaust by making the choke flange behind the CAT 2 1/2" and getting rid of the stock muffler going 2 1/2" all the way back, my EGT dropped. Also my boost spools up faster and the lag is gone. As far as back pressure with the CAT, if you get rid of the choke flange the back pressure goes to ZERO. Unlike naturally aspirated gassers, Turbo diesels including our CRDs do not need back pressure. In fact an Engine Development Engineer told me years ago that theoretically, you could remove the rod caps on a turbo diesel when it was running under boost and not throw the rod. Obviously no one has attempted this stunt, but it goes to show you that the need for exhaust restriction is as much of a myth as some of the Junk Science our News Media goes after.
If you later go for any tune, your CRD will show its' appreciation.

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2006 Pearl Green CRD
Magnaflow 2 1/2" Cat Back
KJ Extra Leg Room Brackets, Carter Lift Pump, V6 Airbox, ORM
Fuel cooler, Oil Separator, Progard 7
Gauges EGT Boost Trans Temp Oil Pres, Michelin LXT AT2 245 70 R16
7,000# Draw Tight hitch, PML EX Deep Trans Pan
Centrifuge, SunCoast, Transgo, RAM TCM, InMotion Stage 2
Wife's 99 TDI VW Beetle

For the thermocouple installed pre turbo (turbine inlet), 400F could be considered perfectly normal. For full-load conditions, turbine inlet temps of 1500F are perfectly safe for uninterrupted continuous operation.