Bill, my boss drives an 08 F250 6.4L and after watching this video, I told him about this particular problem after he mentioned to me his regen was kicking in more and more. I'm extending his thanks to you because you saved his pocketbook from taking a tremendous hit. When they pulled off the canister, they said it reminded them of thick frost that builds up in old style freezers. A few hundred dollar baking treatment is far better than a 12k motor.
I smiled as I watched this, knowing the outcome. No matter it be GM, Ford, or Dodge we gave up on these little pickup truck based diesel chassis for fleet units long ago. They all were just too expensive to buy outright, they had to be meticulously maintained or they would grenade themselves, they were too difficult and costly to repair even when we found people willing and competent enough to do so, and all of them ended up virtually worthless pieces of junk at 250-300k miles. We went to real class 6 and 7 chassis- they don’t cost that much more to buy new, they just need normal maintenance, repairs are much easier to perform and much less frequent equaling less costly, they last 400-500k miles or more easily, and they still have some residual value at the end of that. Pain over.
It is actually best to keep the EGR intact because it acts as an waste gate for turbo overspool. I have seen several 6.4s with broken turbo shafts with the EGR delete.
I just purchased a 2010 6.4 with 190,000km. I knew I was going to do something like what you had said, but you video just confirmed even more that I should remove the DPF. Awesome vid. Thanks for that advice.
This man is telling the absolute truth. Pretty much the same had happened here. Oil light went on - oil levels were low. After inspection it was discovered the turbo was on the verge of going bad, and had to be repaired already. Sometime later - the injector went bad. Fortunately, the turbo guy informed about this problem, which was clogged catalytic converter, which was was the initial cause of turbo and injector problems. The solution was pretty much the same as suggested in this video: since this particular one came without DPF so only the catalytic converter was replaced with pipe - resonator. Thanks to the speaker in this video. This problem can occur with any truck, or any diesel vehicle! Over here it is 2.0 D4D Toyota.
My friend has one of those trucks. And instead removing the DPF, he drilled a 1 inch hole in the exhaust pipe (just before the CAT and DPF) and welded on a 1x1 inch pipe with a type of "BREAK AWAY PLUG". the "Plug" it self works just like a radiator cap; when the pressure builds and somethings gotta give, it pops open and vents it out in the air. And i know it works because it poped open last month on the highway. When we removed & inspected the DPF, it was clogged. But the motor had been saved.
I did a DPF Delete and used a H & S tuner. I tried just about every position available on that tuner and while I got a little more mileage with the hot setting, I dropped it back down to no added power because I tended to want to put my foot in it and blow everybody's doors off. Right now it only has about 50 to 80 added horses because the DPF is out, get 21 mpg (was 14.5-15.5) and runns better than it did when it was brand new.
I just did a complete straight pipe system in my 6.4. next is the egr delete. Right now my truck is getting 23 mpg and almost 500 hp with the tuner. dpf delete is the way to go!!
All DPFs are problematic by their very nature, but the good news is that the SCR Selective Catalyst Reduction plays a huge role in helping the DPF last longer.
First off I love your vids.I also love powerstrokes ever since my parents bought a 2008 6.4 .I've been looking for a new truck for a while now and your videos have been a huge help. I loved their 6.4 especially after they went with the straight pipe and "off-road" tuning. However I was almost sure I was going with a 6.0 because of the problems with the 6.4 and the cost of the 6.7 This video has helped me decide that the 6.4 properly maintained and with the correct modifications is the way to go.
I work with a bunch of line men, they idle all day which means lots of regen cycles, one truck of theirs has 60 thousand miles, with three motors so far...
08 Powerstroke, I'm running the Kem 345 set up. Not necessarily the balls out 345. But I take everything this man says into account any time I'm about to do something to this truck. This man is the shit! Appreciate all you do buddy. all you gotta do is listen to him and follow his advice.
I ran my 300ZX Turbo through emissions for 10 years with gutted cats and passed every time. They put the mirror under the car and see the cat, it passed the sniffer, and they give you a sticker good for 2 years. Stop at Dunkin Donuts for a coffee across the street and go on my way with a fancy new sticker..LOL! I like the gutted DPF idea, it's brilliant!
As a Cummins Certified tech I hate the DPF and now new SCR system also. But they do both serve a purpose. The biggest amount of failures I have seen on DPF systems were tow trucks and delivery trucks. Further research showed that trucks with these systems and driving short miles should have a "Parked Regen" daily. Also it only cost us $400 to have DPF Filters cleaned. There is also a "Back Pressure Test" you can perform to make sure your DPF is flowing correctly. Back Pressure causes damage
My dad has a 6.4L powerstroke and it was egr deleted, dpf deleted, tuned, and had a cold air intake and it lasted 800,000 miles before he got rid of it. I’m not even a ford guy and I like the 6.4L! I prefer the Dodge Cummins.
Back in the 70's, the company that I worked for, had a brand new GMC 1 Ton Pickup, with a 557 Gas engine, and Atlas-Chalmers automatic, with only 1000 miles (or so), self-destruct on the highway. Just cruising along at the speed limit of 60 mph, when BANG the whole front half of the engine block exited the truck through the radiator onto the highway. Took almost a half mile to stop, as steering and brakes left with the engine. The main crank had a spiral fracture at a main journal that split the block at that point. Best news - ALL under warranty!
removal of the dpf will generally void the warranty. not always but most times. it depends on the attitudes of a particular dealership toward modifications.
no the DPF will get to a point where it will clog and cannot be cleaned by the standard method. Some of the big truck shops like Navistar and Freightliner have a machine that will heat up and clean a DPF, but you have to remove it and take it to them.
that is correct. The EPS emissions spec for 2013 is that they must make 1/100th the emissionsof a truck from 10 years ago. That is a huge, huge deal. Even with the DPF off the 6.4, I would guess just through good fuel management it still has to 50% cleaner than a 7.3.
I currently have a 02 powerstroke, and I love it. But as you said it is a dinosaur in a new world. I have been looking at the new 6.4 trucks, I rode in a Tuned/egr deleted 6.4, w 8in lift and 40in tires - 6 months later i seen it in a local shop getting a built transmission in it. I watched your how to purchase a 7.3 video before i bought my 7.3, do you have some recommendations for the 6.4? How do the transmissions hold up to the extra power of the tuners if you don't beat the snot out of it?
I don't even have a powerstroke or live in the States, but I do enjoy your videos. We had a few DPF issue on our sprinter van fleet but these were run hard non stop across Europe, only being off for the 30minute UK/France tunnel crossing. We killed 3, all at 200,000. The DPF warning light was always coming on.towards the end.
In California you will not be able to delete. I'd keep an eye on how often the truck regens and make sure that DPF stays clean and in good working order. There is DPF on tuning available in the market that will help.
I really enjoy watching these videos. Your a very professional and knowledgable guy. I would bring my diesel to you in a heartbeat reguardless of price. Keep up the excellent work. I work at a Honda dealer but have always loved Diesel engines. Might be time to learn more about diesel trucks/engines. Keep up the great videos. I look foward to viewing them!
hate to break it to you but the 6.0 and 6.4 are euro motors. When you get a chance take a hard look under the hood of a Mack light duty truck and you will find many of the details and design types to be the same or similar.
I agree. It will happen eventually. The engineers have done huge things with gasoline engines, but they have been diddling with gas engines since the 70s. Remember the 7.3 was still in production just a mere 10 years ago. So we are just in the middle of the emissions revolution in diesels.
LOVE the videos!!!!!!!! A friend told me about them a few days ago and its all i been doing with my time home after work. Straight to computer to watch more!! Keep them up and if your ever interested in having an apprentice in the future id love to do it!!!! At the moment i live in canada and am in the army, Keep up the amazing videos!!!!!!!
I really wish I’d heard this 2 weeks ago.. because now my 6.4 dually is n da shop. Just ordered a new small block. Wt.. hell. Really makes me miss my ole 7.3 that was stolen out my driveway. Actually pisses me off.. knowing I could of punched out the exhaust just like I did my ole’ Triumphs choppers. Now I’m really annoyed @ myself. Thanks 4 the video. I’ll fix it, the exhaust when I get it back w/the new engine rebuild. Just a Sad day n my life. ☮️❤️y’all.
My P.O.S. 6.4L (100% bone stock) regens 10-15 times per tank, took the truck to dealer and ford tech said nothing wrong with it, fuel consumption drops to 6-7mpg. He put latest flash but things are getting worst. Engine only have 1066 hours and 28xxx miles. You will not believe how bad the engine sounds when regens start (like throwing a rod or something) Almost stopped using the stupid thing, I cannot express how dissapointed I am at FORD, EPA, NAVISTAR.
IT depends on usage but I would consider cleaning it at 100k. Most Navistar dealers have a machine that can do it for $350 if you remove it and take it to then.
I think you're right but it was a lease fleet so the view was it's not our problem. We found if the DPF light stays on too long on the sprinters the ECU jumps to a limp mode to try and protect the engine. But our drivers found if you switch the ignition off and on again this would disable for 30mins so just did that! Got them back to base and the job done, just glad we didn't cover the repair bill! Thanks for the reply
Hey Bill, I did the programmer like you suggested and also did an exaust job, that worked out great. But the other day I installed an Air Dog II and that was the ICING on the cake. I don't know if my 6.4 is putting 600 horses to the ground like they say, but it sure is an amazing piece of equipment now. Don't know if you support the Air Dog II, but its makin a difference. I think I even gained a couple more mpg's after I put it on.
We have two shop trucks that are 6.0. The silver bullet that my son drives is a 2004 f250 2wd reg cab long bed. The thing is blistery fast IF you can get traction.
Yep, that's exactly what I plan on doing is gutting an extra DPF and Cat I have for this purpose and install it in place of my stock system with tuning.I will keep my stock DPF and Cat intact in case I have to switch it back.The turbos already were replaced on my truck under warranty from most likely being cooked by high regen temps.My warranty has just expired,so now this will be the best thing I can do for my 6.4L truck!
I honestly dont know. I think that both engines use a separate injector in the exhaust system to achieve the same goal. I may be wrong but either way they will still use less fuel with the systems turned off.
Yes and No. The 6.7 has a DPF but because of the SCR (Selective Catalyst Reduction) the DPF doesn't have to Regen as much. I'm sure it will get interesting when some of these exhaust components start to fail.
My Ford mechanic friend told me he used to get those all the time with cracked heads and horribly glazed rear cylinders from the injectors washing and thining oil on the cylinder walls.
extended DPF regen is the first sign of the death rattle. I bet if you could have replaced the DPFs before meltown that you could have gone a bunch more miles. Take a couple that are nearing 180000 and just replace it as a wear item and see if it extends the life of the engine. It may pay off in extended engine life. Just a thought.
you have to beat the snot out of it to kill that transmission. Some of the guys will run these late lock up race tunes that overheat the torque converter. If the converter comes apart ti will usually take the trans with it. Level 10 transmissions in NJ builds on of the best late model transmissions on the market.
Be worried because that DPF can kill your engine. When it starts staying in REGEN all the time is when it will kill the motor. So you are safe until then.
I have a 08 6.4 crew cab long wheelbase truck that just turned 300k. It was completely deleted at about 60k. It did need head gaskets rockers, bridges etc at about 250k, but runs great now. No blowby at all. Stock fuel system, Edge tuner, intake and 4 inch exuast from turbos back, it runs mid twelves all day long. Get rid of that emissions crap!
ive learned so much from you!!! Ill keep my 2000 7.3 liter truck;-)) Just bought a 2003 6.0 im gonna bullet proof per your ideas and flip!!! I'm an ASE master tech
I have an f450 that use to be a 6.0 truck. Now its rocking a 120k mile 05 cummins with stock tuning and a 6 speed 68rfe from a 6.7 cummins. It pulls awesome. I know mr bill doesn't like the cummins swap thing but mine is super clean. I wanted it to look as oem as possible and spent close to $30k to do it.
DPFs suck engineers need to invent a diesel particulate catalytic converting device of some sort that burns the soot on the fly instead of storing the soot before burning it.
Actually it's more how Navistar/Ford implemented the clean out of the DPF. Instead of injecting the diesel fuel with an igniter directly into the can like other active systems do they decided to try to pump it down the system to the can from the engine cylinders in a more passive system setup. Also Navistar/Ford did not design in a feedback fail safe. BMW, Audi, VW etc. for a long time use differential pressure sensors and know when the DPF Is clogged and isn't recovering. The system then puts the engine in reduced power and alerts the operator as to the reason to save the engine. Example. www.specialistcarsshrewsbury.co.uk/images/dpf-page-image-2.jpg DPF does have its issues, it is definitely a service item but the cheap way that Navistar/Ford tried to implement the system is what bit their customers in the butt. There is a reason that Ford said goodbye to Navistar with the 6.7 and developed it in house.
Bill, I have a 2009 6.4 - I have made all your recommended changes from Arch Oil to the radiator cap. I have the H&S Tuner on it and only use the tow and street modes and I NEVER use the performance mode (I have no use for that mode). I don't beat on my truck and take good care of it. My main concern is the tuner after watching some of your other videos. I watched your video on the 6.7 motor that failed b/c of the tuner. Is the scenario apples to oranges between the 6.4 & the 6.7 or is it a genuine concern? Thanks.
Changing out the DPF seems like a good option every so often even if it's expensive. I'm getting 22mpg on my 2010 6.4 with it as it came freom the factory but you have to do some long drives not towing anything to get the REGEN to clean it. I was getting 18mpg for a while till I went on a few 1000 mile trips and now I get 22mpg. That's the best MPG since Ive owned it. Also, it runs best at 70 MPH but in California (where I live) you can only tow at 60.
I only run the 210 for daily driving, and the 150 for towing to keep my stock clutch happy. Runnin' the rare read headed step child ZF6 unit. When I loaded the looney toon the clutch was not happy.
Dang you are the man!!! i love these vids!! i dont understand why they think we need to do a regen cycle to burn the soot that gets caught? maybe you could do a vid on why diesels need a regen cycle for the soot.. thanks much!
Bill my dab has a 6.7 Ford he uses to feed cattle the dpf clogged up. I want to tack the inside of the dpf out. What would be a good programmer to use?
Bill, my boss drives an 08 F250 6.4L and after watching this video, I told him about this particular problem after he mentioned to me his regen was kicking in more and more. I'm extending his thanks to you because you saved his pocketbook from taking a tremendous hit. When they pulled off the canister, they said it reminded them of thick frost that builds up in old style freezers. A few hundred dollar baking treatment is far better than a 12k motor.
6.4 engine... Very dependable boat anchor...
fadingbeleifs usually just the EGRs bud, other than that their stout
The 6.0 would at least be better to get that way you won’t burn a big hole in your pocket
@@funnydubby6401 They have more problems than the egr....... literal boat anchors.
Government bureaucracy causing cuntery once again.
This guy is interesting. NO B.S., just says it like it is....Subscribed.
Oya. No 2 minute intro of generic vlog crap
Amen to that! I don't own a PSD, but still love to watch his videos and his no B.S. delivery.
Yessir. I have four broken 6.4s sitting here waiting for approval right now.
I smiled as I watched this, knowing the outcome. No matter it be GM, Ford, or Dodge we gave up on these little pickup truck based diesel chassis for fleet units long ago. They all were just too expensive to buy outright, they had to be meticulously maintained or they would grenade themselves, they were too difficult and costly to repair even when we found people willing and competent enough to do so, and all of them ended up virtually worthless pieces of junk at 250-300k miles. We went to real class 6 and 7 chassis- they don’t cost that much more to buy new, they just need normal maintenance, repairs are much easier to perform and much less frequent equaling less costly, they last 400-500k miles or more easily, and they still have some residual value at the end of that. Pain over.
It really sucks that nobody can get it right but hey weres the money in that huh?
It amazes me that you recommend these trucks with how many fails you see every day.
He says to sell the 6.4 if you own one… more people that own them is more work for him
It is actually best to keep the EGR intact because it acts as an waste gate for turbo overspool. I have seen several 6.4s with broken turbo shafts with the EGR delete.
DPF. Your government at work!
I just purchased a 2010 6.4 with 190,000km. I knew I was going to do something like what you had said, but you video just confirmed even more that I should remove the DPF. Awesome vid. Thanks for that advice.
+James Hall please use Miles per hour vs Kilometers per hours because it's alot easier
This man is telling the absolute truth.
Pretty much the same had happened here. Oil light went on - oil levels were low. After inspection it was discovered the turbo was on the verge of going bad, and had to be repaired already. Sometime later - the injector went bad.
Fortunately, the turbo guy informed about this problem, which was clogged catalytic converter, which was was the initial cause of turbo and injector problems.
The solution was pretty much the same as suggested in this video: since this particular one came without DPF so only the catalytic converter was replaced with pipe - resonator.
Thanks to the speaker in this video.
This problem can occur with any truck, or any diesel vehicle! Over here it is 2.0 D4D Toyota.
My friend has one of those trucks. And instead removing the DPF, he drilled a 1 inch hole in the exhaust pipe (just before the CAT and DPF) and welded on a 1x1 inch pipe with a type of "BREAK AWAY PLUG". the "Plug" it self works just like a radiator cap; when the pressure builds and somethings gotta give, it pops open and vents it out in the air. And i know it works because it poped open last month on the highway. When we removed & inspected the DPF, it was clogged. But the motor had been saved.
Yes and no. Not every one wants to remove the filter, but there is tuning even with the filter that can help tremendously with power and fuel economy.
I did a DPF Delete and used a H & S tuner. I tried just about every position available on that tuner and while I got a little more mileage with the hot setting, I dropped it back down to no added power because I tended to want to put my foot in it and blow everybody's doors off. Right now it only has about 50 to 80 added horses because the DPF is out, get 21 mpg (was 14.5-15.5) and runns better than it did when it was brand new.
I just did a complete straight pipe system in my 6.4. next is the egr delete. Right now my truck is getting 23 mpg and almost 500 hp with the tuner. dpf delete is the way to go!!
All DPFs are problematic by their very nature, but the good news is that the SCR Selective Catalyst Reduction plays a huge role in helping the DPF last longer.
First off I love your vids.I also love powerstrokes ever since my parents bought a 2008 6.4 .I've been looking for a new truck for a while now and your videos have been a huge help. I loved their 6.4 especially after they went with the straight pipe and "off-road" tuning. However I was almost sure I was going with a 6.0 because of the problems with the 6.4 and the cost of the 6.7 This video has helped me decide that the 6.4 properly maintained and with the correct modifications is the way to go.
Everybody loves Spot! I hope you'll keep posting updates about your 6.4 and the 6.7.
I work with a bunch of line men, they idle all day which means lots of regen cycles, one truck of theirs has 60 thousand miles, with three motors so far...
08 Powerstroke, I'm running the Kem 345 set up. Not necessarily the balls out 345. But I take everything this man says into account any time I'm about to do something to this truck. This man is the shit! Appreciate all you do buddy. all you gotta do is listen to him and follow his advice.
Cores really only apply to starters and alternators. Mostly it just ends up at the scrap yard when I get sick of tripping over it all.
I ran my 300ZX Turbo through emissions for 10 years with gutted cats and passed every time. They put the mirror under the car and see the cat, it passed the sniffer, and they give you a sticker good for 2 years. Stop at Dunkin Donuts for a coffee across the street and go on my way with a fancy new sticker..LOL! I like the gutted DPF idea, it's brilliant!
Thank you! By the way all of your videos are an absolute blessing to us DIY mechanics out here!
As a Cummins Certified tech I hate the DPF and now new SCR system also. But they do both serve a purpose. The biggest amount of failures I have seen on DPF systems were tow trucks and delivery trucks. Further research showed that trucks with these systems and driving short miles should have a "Parked Regen" daily. Also it only cost us $400 to have DPF Filters cleaned. There is also a "Back Pressure Test" you can perform to make sure your DPF is flowing correctly. Back Pressure causes damage
On the 6.4 that pretty much has it covered. the only thing more is a Sinister Coolant filter and coolant flush every 30k miles like religion.
My dad has a 6.4L powerstroke and it was egr deleted, dpf deleted, tuned, and had a cold air intake and it lasted 800,000 miles before he got rid of it. I’m not even a ford guy and I like the 6.4L! I prefer the Dodge Cummins.
Back in the 70's, the company that I worked for, had a brand new GMC 1 Ton Pickup, with a 557 Gas engine, and Atlas-Chalmers automatic, with only 1000 miles (or so), self-destruct on the highway. Just cruising along at the speed limit of 60 mph, when BANG the whole front half of the engine block exited the truck through the radiator onto the highway. Took almost a half mile to stop, as steering and brakes left with the engine. The main crank had a spiral fracture at a main journal that split the block at that point. Best news - ALL under warranty!
DPF delete + EGR delete + Tuning + EDAS = reliable Powerstroke. love these videos Bill, more please!!
I beg to differ. With all that black TAXABLE gold in the Bakken, the politicians are very happy to keep gasoline and diesel vehicles on the road.
Tanks again for all the great videos!
removal of the dpf will generally void the warranty. not always but most times. it depends on the attitudes of a particular dealership toward modifications.
no the DPF will get to a point where it will clog and cannot be cleaned by the standard method. Some of the big truck shops like Navistar and Freightliner have a machine that will heat up and clean a DPF, but you have to remove it and take it to them.
very informative. This should be required material for anyone that wants a Ford Diesel. Keep it up!
thanks for all the info and the great videos they have really helped. keep them rolling.
that is correct. The EPS emissions spec for 2013 is that they must make 1/100th the emissionsof a truck from 10 years ago. That is a huge, huge deal. Even with the DPF off the 6.4, I would guess just through good fuel management it still has to 50% cleaner than a 7.3.
This guy knows what he’s talking about. Well done
Buford, GA a good 2500 miles from the nearest redwood tree.
They stopped making the 7.3 10 years ago. AND the older trucks are unavailable for sale. This means that we have to make the trucks work that we have.
Thanks for the videos, i've watched them all!
Love your videos man!!
I'm looking for a 6.0 powerstroke and know what to look for thanks to you!
I currently have a 02 powerstroke, and I love it. But as you said it is a dinosaur in a new world. I have been looking at the new 6.4 trucks, I rode in a Tuned/egr deleted 6.4, w 8in lift and 40in tires - 6 months later i seen it in a local shop getting a built transmission in it. I watched your how to purchase a 7.3 video before i bought my 7.3, do you have some recommendations for the 6.4? How do the transmissions hold up to the extra power of the tuners if you don't beat the snot out of it?
6.0s and 6.4s trans dont hold up well to most tuners from what I see
I know this is 8 years too late, but DON'T BUY ONE! ua-cam.com/video/FiB6IbPs2Zk/v-deo.html (6.4 Powerstroke - The party is over)
I don't even have a powerstroke or live in the States, but I do enjoy your videos.
We had a few DPF issue on our sprinter van fleet but these were run hard non stop across Europe, only being off for the 30minute UK/France tunnel crossing. We killed 3, all at 200,000. The DPF warning light was always coming on.towards the end.
In California you will not be able to delete. I'd keep an eye on how often the truck regens and make sure that DPF stays clean and in good working order. There is DPF on tuning available in the market that will help.
I really enjoy watching these videos. Your a very professional and knowledgable guy. I would bring my diesel to you in a heartbeat reguardless of price. Keep up the excellent work. I work at a Honda dealer but have always loved Diesel engines. Might be time to learn more about diesel trucks/engines. Keep up the great videos. I look foward to viewing them!
hate to break it to you but the 6.0 and 6.4 are euro motors. When you get a chance take a hard look under the hood of a Mack light duty truck and you will find many of the details and design types to be the same or similar.
Ouch thats gotta hurt I think I'm just going to keep the ole dinosaur 7.3L
excellent rundown on why the DPF is a main culprit in the death of the 6.4L powerstroke.
Some exhaust valve issues in heavy pulling F450s but other than that it seems to be a good power plant.
I agree. It will happen eventually. The engineers have done huge things with gasoline engines, but they have been diddling with gas engines since the 70s. Remember the 7.3 was still in production just a mere 10 years ago. So we are just in the middle of the emissions revolution in diesels.
Glad to see the new vid. Love learning about the ford diesels as I do love fords
All diesel owners
Step 1 EGR delete
Step 2 DPF delete
+Daniel Bargas glorious words
+Daniel Bargas don't forget the the DEF if ya have it!
+butchtropic lol... you must be from California
I don't have to mess with the dpf because my 91' dodge has a cummins with noooooo emission junk on it.
It's no speed demon but it has given me no trouble.
LOVE the videos!!!!!!!! A friend told me about them a few days ago and its all i been doing with my time home after work. Straight to computer to watch more!! Keep them up and if your ever interested in having an apprentice in the future id love to do it!!!! At the moment i live in canada and am in the army, Keep up the amazing videos!!!!!!!
There is a system of cleaning the DPF, but it is not cheap.
Like a scalded dog. Which tune do you like for the street. Im currently running 275 low stall and its a bit hairy in traffic.
This guy is a fuckin wizard explained my truck to a t just deleted an tuned an I love it
I split my driving between Spot the shop truck a 2000 7.3L with 867,000 miles and my 2010 F250 that I bought as a roll over and fixed.
I really wish I’d heard this 2 weeks ago.. because now my 6.4 dually is n da shop. Just ordered a new small block. Wt.. hell. Really makes me miss my ole 7.3 that was stolen out my driveway. Actually pisses me off.. knowing I could of punched out the exhaust just like I did my ole’ Triumphs choppers. Now I’m really annoyed @ myself. Thanks 4 the video. I’ll fix it, the exhaust when I get it back w/the new engine rebuild. Just a Sad day n my life. ☮️❤️y’all.
Love ya work mate.
My P.O.S. 6.4L (100% bone stock) regens 10-15 times per tank, took the truck to dealer and ford tech said nothing wrong with it, fuel consumption drops to 6-7mpg. He put latest flash but things are getting worst. Engine only have 1066 hours and 28xxx miles. You will not believe how bad the engine sounds when regens start (like throwing a rod or something) Almost stopped using the stupid thing, I cannot express how dissapointed I am at FORD, EPA, NAVISTAR.
IT depends on usage but I would consider cleaning it at 100k. Most Navistar dealers have a machine that can do it for $350 if you remove it and take it to then.
I think you're right but it was a lease fleet so the view was it's not our problem.
We found if the DPF light stays on too long on the sprinters the ECU jumps to a limp mode to try and protect the engine. But our drivers found if you switch the ignition off and on again this would disable for 30mins so just did that! Got them back to base and the job done, just glad we didn't cover the repair bill! Thanks for the reply
Hey Bill, I did the programmer like you suggested and also did an exaust job, that worked out great. But the other day I installed an Air Dog II and that was the ICING on the cake. I don't know if my 6.4 is putting 600 horses to the ground like they say, but it sure is an amazing piece of equipment now. Don't know if you support the Air Dog II, but its makin a difference. I think I even gained a couple more mpg's after I put it on.
We have two shop trucks that are 6.0. The silver bullet that my son drives is a 2004 f250 2wd reg cab long bed. The thing is blistery fast IF you can get traction.
Another awesome video.
Yep, that's exactly what I plan on doing is gutting an extra DPF and Cat I have for this purpose and install it in place of my stock system with tuning.I will keep my stock DPF and Cat intact in case I have to switch it back.The turbos already were replaced on my truck under warranty from most likely being cooked by high regen temps.My warranty has just expired,so now this will be the best thing I can do for my 6.4L truck!
No matter what they say. The 6 4 will always be my favorite diesel engine
This is a great video!
Great info. Love the video
I honestly dont know. I think that both engines use a separate injector in the exhaust system to achieve the same goal. I may be wrong but either way they will still use less fuel with the systems turned off.
Yes and No. The 6.7 has a DPF but because of the SCR (Selective Catalyst Reduction) the DPF doesn't have to Regen as much. I'm sure it will get interesting when some of these exhaust components start to fail.
Great video!
My Ford mechanic friend told me he used to get those all the time with cracked heads and horribly glazed rear cylinders from the injectors washing and thining oil on the cylinder walls.
Why don't they use ceria oxyde to regen the DPF ?
Are there pressure sensors upstream and downstream the DPF to prevent clogged DPF ?
extended DPF regen is the first sign of the death rattle. I bet if you could have replaced the DPFs before meltown that you could have gone a bunch more miles. Take a couple that are nearing 180000 and just replace it as a wear item and see if it extends the life of the engine. It may pay off in extended engine life. Just a thought.
you have to beat the snot out of it to kill that transmission. Some of the guys will run these late lock up race tunes that overheat the torque converter. If the converter comes apart ti will usually take the trans with it. Level 10 transmissions in NJ builds on of the best late model transmissions on the market.
excellent advice thanks much... I'm looking forward and taking my truck so you can work on it.
Be worried because that DPF can kill your engine. When it starts staying in REGEN all the time is when it will kill the motor. So you are safe until then.
Yep i should have mentioned scorched bearings from lack of lubrication due to excessive regen.
I have a 08 6.4 crew cab long wheelbase truck that just turned 300k. It was completely deleted at about 60k. It did need head gaskets rockers, bridges etc at about 250k, but runs great now. No blowby at all. Stock fuel system, Edge tuner, intake and 4 inch exuast from turbos back, it runs mid twelves all day long. Get rid of that emissions crap!
No offense but that bit about running mid twelves make it sound like all you do is take it to the strip.
Check out 6.4 WOES - TRIALS AND TRIBULATIONS and 6.4 CATASTROPHIC FAILURE
they make plenty. the problem i see with 7.3 trucks now is that they need total restoration. the whole truck is worn out.
DPF deleted and Spartan tuned my 6.4L and it runs great.
ive learned so much from you!!!
Ill keep my 2000 7.3 liter truck;-))
Just bought a 2003 6.0 im gonna bullet proof per your ideas and flip!!!
I'm an ASE master tech
hollow it out? Subscribed
I have an f450 that use to be a 6.0 truck. Now its rocking a 120k mile 05 cummins with stock tuning and a 6 speed 68rfe from a 6.7 cummins. It pulls awesome. I know mr bill doesn't like the cummins swap thing but mine is super clean. I wanted it to look as oem as possible and spent close to $30k to do it.
Unless you are in an outright performance situation, the little backpressure of the Cat will help fuel economy.
Yep Spot is on the road to get a truck from South Georgia right now.
I am running the 210 and getting 22.3 to New Orleans and back to ATL. No hills. No towing. Just 75mph cruise the whole way.
Very good information. Thanks for the video
No can do on the vids. Big Bro is ALWAYS listening and we want to stay on the nice side of naughty.
DPFs suck engineers need to invent a diesel particulate catalytic converting device of some sort that burns the soot on the fly instead of storing the soot before burning it.
Actually it's more how Navistar/Ford implemented the clean out of the DPF. Instead of injecting the diesel fuel with an igniter directly into the can like other active systems do they decided to try to pump it down the system to the can from the engine cylinders in a more passive system setup.
Also Navistar/Ford did not design in a feedback fail safe. BMW, Audi, VW etc. for a long time use differential pressure sensors and know when the DPF Is clogged and isn't recovering. The system then puts the engine in reduced power and alerts the operator as to the reason to save the engine.
Example. www.specialistcarsshrewsbury.co.uk/images/dpf-page-image-2.jpg
DPF does have its issues, it is definitely a service item but the cheap way that Navistar/Ford tried to implement the system is what bit their customers in the butt. There is a reason that Ford said goodbye to Navistar with the 6.7 and developed it in house.
Bill,
I have a 2009 6.4 - I have made all your recommended changes from Arch Oil to the radiator cap. I have the H&S Tuner on it and only use the tow and street modes and I NEVER use the performance mode (I have no use for that mode). I don't beat on my truck and take good care of it. My main concern is the tuner after watching some of your other videos. I watched your video on the 6.7 motor that failed b/c of the tuner. Is the scenario apples to oranges between the 6.4 & the 6.7 or is it a genuine concern? Thanks.
Any time you mess with the DPF it requires tuning.
Bill I wished I could have seen your video before I bought my 6.4
Changing out the DPF seems like a good option every so often even if it's expensive. I'm getting 22mpg on my 2010 6.4 with it as it came freom the factory but you have to do some long drives not towing anything to get the REGEN to clean it. I was getting 18mpg for a while till I went on a few 1000 mile trips and now I get 22mpg. That's the best MPG since Ive owned it. Also, it runs best at 70 MPH but in California (where I live) you can only tow at 60.
I only run the 210 for daily driving, and the 150 for towing to keep my stock clutch happy. Runnin' the rare read headed step child ZF6 unit. When I loaded the looney toon the clutch was not happy.
Dang you are the man!!! i love these vids!! i dont understand why they think we need to do a regen cycle to burn the soot that gets caught? maybe you could do a vid on why diesels need a regen cycle for the soot.. thanks much!
All this stealth stuff has me feeling like I did back in my street racing days.
Bill my dab has a 6.7 Ford he uses to feed cattle the dpf clogged up. I want to tack the inside of the dpf out. What would be a good programmer to use?
I am just going off of the Ford Publications for my data. They may lie at the dealership level but they can't lie to the EPA