![]() This bed plate is securely bolted to the engine block with four bolts per main. Like the 6.0L Powerstroke, the 6.4L utilized a cast-iron cylinder block and a cast-iron bed plate that eliminated traditional main bearing caps. The 6.4L ended up being the last International Navistar diesel engine used in a Super Duty truck. Unfortunately, similar to the 6.0, it suffered with reliability issues and carries a mixed reputation with diesel enthusiasts. One of the most exciting new features was a compound turbocharger setup, which was a first for any diesel engine in the light truck market. It featured a few firsts for a Ford diesel engine such as common-rail fuel injection and a diesel particulate filter (DPF). ![]() This new 6.4-liter diesel V8 was cleaner, quieter, and more powerful than its 6.0L predecessor. In 2008, Ford introduced an all-new 6.4L Powerstroke based on the Navistar MaxxForce 7. Posted on Apby Jeremy_XDP 0 History/General Info A good example is the Hypertech Max Energy Power Programmer for a 2005 Silverado equipped with the Duramax 6.6L that brings another 87hp and 173 ft-lb torque to the table.Buyers Guide, Powerstroke 2008-2010 Ford 6.4L Powerstroke Buyer’s Guide Hypertech offers a number of performance tuners for the Chevrolet Silverado 3500 6.6L V8 diesel. These include upgrades from simple DPF-back exhausts and cold-air intakes to programmers and computers that will change the power curve. We talked to a number of pickup owners who have kept their DPF systems and have chosen legal ways to increase their diesel’s performance. There are several other manufacturers of electronic hot-rodding products that report similar performance gains. The GM 6.6 liter Duramax when equipped with and S&B cold air intake, DPF delete exhaust and a Black Maxx on the “Hot” setting went from a stock horsepower/torque rating of 290 HP/539 ft-lb torque to 446 horsepower and 845ft-lb torque.Ī bone stock 2006 Cummins 5.9 liter equipped with a four-inch turbo back exhaust system and an H&S Mini Maxx on “Hot” setting went from 283 HP and 510 ft-lb torque to an impressive 482 horsepower and 1028 ft-lb torque. Owners who desire to eliminate the DPF system, after signing an acknowledgement of competition or “off-road” use and releasing the dealer/installer of risk and liability have a number of choices in how to maximize the power potential. New owner vehicle registration is also a problem in states that require the owner to sign a registration form stating the emission controls have not been tampered with.Īs a company owner, this has to be considered in the decision-making process related to removing the DPF. In other words if the owner modifies a pickup and wants to sell it, they better sell it privately, but at a substantially lower price. On top of that the dealership will not work on vehicles that have had their emissions equipment removed or modified. One Ford dealer principle we talked with said they make everyone who trades in a diesel pickup to sign a Vehicle Air Pollution Control Statement stating that the owner has not tampered with the air pollution emission control devices. They don’t.įederal law prohibits the operation, sale or lease or transfer of title of a light-duty truck (1975 or newer, 10,000 pounds gross vehicle weight or less) that has had the smog system altered or removed. The dealers we talked with are quite strict about accepting trade-in pickups that have had the DPF systems removed. Removing the DPF and running a straight-through exhaust from downpipe to tailpipe boosts power, considerably so when employing a power programmer that can alter the electronic engine controls to accommodate the higher air flow. A DPF-delete kit and a power programmer unleashes this Ford's power potential. No one disputes the DPF has an adverse effect on exhaust flow, although the newest generation of diesel pickups the exhaust restriction is far less noticeable. The EPA mandates the DPF system be installed for the life for the vehicle. In warranty or out, plugged up or open, it really doesn’t matter. ![]() (Ford, Ram and GM warranty their exhaust’s smog components, of which the DPF is the main player, 100,000 miles or five years.) )Īs one contractor said, “It’s a whole lot easier for me to drop $300 on a DPF-delete kit than shell out $1,700 on a new DPF for a pickup that’s out of warranty.” Some businesses feel it’s too expensive to replace the DPFs on older, high-mileage pickups that are losing power and fuel economy because the filters are plugged. It’s simply an easy “upgrade” to save money. Removing the DPF isn’t necessarily a power quest for owners of contracting businesses. ![]()
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