fordmantpw
Veteran Member
Yes, it is illegal. Tampering with emissions in any way is illegal. Period. Some states are more strict, but it is a federal law, not a state one.
Removing mufflers to straight pipe is not unless there is a noise ordinance.
Ford 6.4 diesel reviews
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Yes, it is illegal. Tampering with emissions in any way is illegal. Period. Some states are more strict, but it is a federal law, not a state one.
Removing mufflers to straight pipe is not unless there is a noise ordinance.
Soundguy
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kinda like copying a video tape....
dodge man
Super Star Member
Yeah, the 6.4 can make a lot of power, its a twin turbo setup from the factory.
fordmantpw
Veteran Member
Technically, it's a dual turbo setup, not a twin.
Twin implies 2 identical turbos, one for each bank of cylinders. The 6.4L actually has two turbos of different sizes feeding both sides. The smaller feeds the larger (or vice versa). The smaller one spools up fast to limit lag and the larger keeps the pressure on as the RPMs build.
DarkBlack
Elite Member
Typical joke state emission law. Gas engines have to be tested, but diesels not. Probably like where I'm at. They're not really trying to improve pollution, it's all about the fee producing revenue the state can spend.
Soundguy
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Revenue enforcement think veiled as safety or environmental betterment.
Typical..
Typical..
STx
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Diesels actually burn cleaner than gas in a lot of cases. Yeah, they smoke if tuned incorrectly but soot is, in my opinion, better than the noxious emissions from gas engines.
Our rules are actually EPA mandates, not state laws. Houston has bad pollution (I wonder if that has anything to do with all the refineries and chemical plants around here? Nah, couldn't be that...) so Harris and the 4 surrounding counties have to do emissions testing with the annual inspection. Cars over 20 years old are exempt and diesel engines are exempt.
Scott65
Silver Member
About the legalities of dpf deletes, highly illegal. It always has been, like cutting the converters out of a gasoline car. But allot of folks did it. But it's much more risky now. The tuning companies that provide the electronic portion of the delete have been all but shut down by the epa. It's become very difficult, and very expensive to delete diesel trucks. So if your considering it, better jump on it.
As stated, a 6-point-oh-no can be very reliable after some work. But so can a 6.4. If you catch a 6.4 before problems start and delete it, they are great. And yes, you can pretty much double the output with the touch of a few buttons afterwards. The reason for checking the difference between coolant and oil temps on either of these trucks is to diagnose a clogged oil cooler. The 6 liter head gasket problems were greatly reduced (nearly eliminated in my opinion) on the 6.4 with thicker head bolts. Tightening these is a workout. And the piston failures is almost always a direct correlation with regeneration. The dpf collects the black soot (particulate matter), filling up over time. So regen is like a self cleaning oven. It super heats to burn this PM out. It uses #7 and 8 cylinders to inject fuel on the exhaust stroke. 9 times out of 10 it's one of these pistons that I find bad. This process also pushes fuel past the rings into the oil, which can sometimes cause issues, but not often.
So the things to consider between the 2 if these are your choices: They both require their own form of bullet proofing and both need to be caught before something has blown. The 6.4 has the potential to be the cheaper fix depending on sourcing the electronics. And also potential for better performance if that's your thing. Technically, both trucks involve something illegal. The aforementioned dpf delete, and the 6 liter's egr delete. BUT, the 6.4 will show up if testing is done in your area, and is easier to be seen when driving. All law enforcement has to do if they are savvy on it is look for a black tail pipe. A 6.0 egr delete requires popping the hood and knowing where to look. And can be concealed entirely for that matter if one chose to do so.
In my area it's an easier decision because there's no smog tests and most law enforcement "understand". I'm sure this is very different elsewhere. In those places, the def systems are certainly more reliable and efficient. You guys singing the praises of the 6.7, I think they are great too. But wait till the turbo shaft snaps going down the road and fills the dpf with oil and ruins it. That gives a 6.0 bullet proof bill a run for its money.
And those having regen too often, you should consider finding a facility that can clean and back flush before it turns into the above problem
As stated, a 6-point-oh-no can be very reliable after some work. But so can a 6.4. If you catch a 6.4 before problems start and delete it, they are great. And yes, you can pretty much double the output with the touch of a few buttons afterwards. The reason for checking the difference between coolant and oil temps on either of these trucks is to diagnose a clogged oil cooler. The 6 liter head gasket problems were greatly reduced (nearly eliminated in my opinion) on the 6.4 with thicker head bolts. Tightening these is a workout. And the piston failures is almost always a direct correlation with regeneration. The dpf collects the black soot (particulate matter), filling up over time. So regen is like a self cleaning oven. It super heats to burn this PM out. It uses #7 and 8 cylinders to inject fuel on the exhaust stroke. 9 times out of 10 it's one of these pistons that I find bad. This process also pushes fuel past the rings into the oil, which can sometimes cause issues, but not often.
So the things to consider between the 2 if these are your choices: They both require their own form of bullet proofing and both need to be caught before something has blown. The 6.4 has the potential to be the cheaper fix depending on sourcing the electronics. And also potential for better performance if that's your thing. Technically, both trucks involve something illegal. The aforementioned dpf delete, and the 6 liter's egr delete. BUT, the 6.4 will show up if testing is done in your area, and is easier to be seen when driving. All law enforcement has to do if they are savvy on it is look for a black tail pipe. A 6.0 egr delete requires popping the hood and knowing where to look. And can be concealed entirely for that matter if one chose to do so.
In my area it's an easier decision because there's no smog tests and most law enforcement "understand". I'm sure this is very different elsewhere. In those places, the def systems are certainly more reliable and efficient. You guys singing the praises of the 6.7, I think they are great too. But wait till the turbo shaft snaps going down the road and fills the dpf with oil and ruins it. That gives a 6.0 bullet proof bill a run for its money.
And those having regen too often, you should consider finding a facility that can clean and back flush before it turns into the above problem
HCJtractor
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Just curious. What are the temperatures that are normal when the 6.0 engine is running well. I added the tuner with gauges but have no clue what I should be monitoring.
Scott65
Silver Member
It's not so much a specific number to watch for. You need to monitor the correlation between coolant temp and oil temp. They should typically be within 20ish degrees of one another. If the oil temp keeps rising under longer drives or heavier loads it indicates a clogged oil cooler which will have detrimental effects on the engine. These are the reason you will run across coolant filters in the aftermarket. The later model 6.7's are programmed so that every so many engine hours a message pops up on the dash to have the coolant additives checked. I get concerned customers all the time thinking they are out of coolant because they misread the warning and freak out. Lots of things are tested for now including various additives, contaminants, and coolant concentration. Ford learned (some will say the hard way, and on the customer's nickel) just how important heat extraction was in these engines. People far too often disregard the proper flush intervals and correct type of coolant for their application and pay dearly for it later.
For anyone with a 6.0 without a tuner or datastream capabilities your easiest option is to go to Ford or a capable mechanic and get the latest calibration flashed into your truck. They updated older pcm's with new codes, including the ability to monitor and notify of eminent failure of this cooler. Some trucks will show up as a check engine light, some as a little wrench icon. This isn't one to ignore
For anyone with a 6.0 without a tuner or datastream capabilities your easiest option is to go to Ford or a capable mechanic and get the latest calibration flashed into your truck. They updated older pcm's with new codes, including the ability to monitor and notify of eminent failure of this cooler. Some trucks will show up as a check engine light, some as a little wrench icon. This isn't one to ignore