The automotive world has been enriched by the introduction of the BD 10R80 RoadMaster Transmission, a product that sets a new standard in transmission technology, particularly for stock or slightly modified trucks. This transmission is a robust solution to the commonly encountered issues in the 10R80 model for the 2018-2020 Ford F-150 2.7L and 3.5L engines, offering enhanced reliability and longevity.
The Ford 10R80 transmission has been notorious for various problems, notably harsh shifts. These issues are typically rooted in worn-out converter clutch material, burnt clutches, and internal transmission faults, including a leaking CDF drum and valve body leaks. Many of these challenges arise from overheating, a critical weakness of the original design.
BD's RoadMaster Transmission is a carefully crafted answer to these issues. It resolves the known problems and introduces significant improvements that lead to smoother and quicker gear changes, cooler transmission temperatures, and a prolonged lifespan for the transmission of Ford F-150's.
The RoadMaster features a brand-new modified valve body. This innovation increases line pressure by approximately 30%, significantly enhancing the clutch-holding capability. It is equipped with the ProForce Torque Converter, which incorporates new friction material for greater reliability and performance. The transmission includes a Deep Sump Transmission Oil Pan that increases fluid capacity by an extra 2 quarts. This design helps regulate transmission fluid temperatures and extends the fluid's service life.
Another significant upgrade is the redesigned CDF drum, which includes a retaining feature to prevent sleeve failure, a common issue in OEM units. The transmission is also outfitted with new OEM clutches and steels, ensuring smooth and efficient operation. The increased fluid capacity not only aids in temperature regulation but also makes maintenance easier. The design allows for simple fluid flushing thanks to a conveniently placed drain plug and can be fitted with a temperature sensor if needed.
Opting for the BD 10R80 RoadMaster Transmission brings multiple benefits. Drivers will enjoy smoother and more rapid shifts, greatly enhancing the driving experience. The transmission's cooler operating temperatures contribute significantly to its extended longevity. Furthermore, the comprehensive redesign and improvements provide peace of mind by eliminating concerns about long-shift delays or flares resulting from the leaking CDF drum.
This transmission suits automotive shops looking to replace failing or problematic 10R80 transmissions. Its robust construction and advanced features make it a preferred choice for ensuring improved vehicle performance and reliability. The BD 10R80 RoadMaster Transmission is not just a replacement; it's an upgrade that redefines expectations for truck transmissions.
]]>The award-winning 5.7L HEMI Manifolds signify more than a triumph at a renowned automotive event; they represent our strategic and bold expansion into gasoline applications. This move demonstrates our commitment to diversifying our product portfolio, adapting to evolving market trends, and addressing the broadening needs of our customers. With this significant shift, we’re extending our reach within the automotive sector.
April 2023 marked a significant milestone in BD's history with the launch of the RAM 5.7L HEMI Manifolds. This event was not just a typical product rollout but a clear declaration of our ambitious foray into new territories. The 5.7L HEMI Manifolds, a product born from meticulous research and innovative engineering, was unveiled to much anticipation and acclaim.
The introduction of the RAM 5.7L HEMI Manifolds is particularly noteworthy as it symbolizes BD's strategic entrance into the gasoline applications market. For over 30 years, we’ve been a dominant force in the light-duty diesel aftermarket performance sphere, known for our robust and high-quality products. The decision to expand into gasoline applications was driven by a vision to diversify and enrich our offerings. The 5.7L HEMI Manifolds are not just a product but a statement of versatility and adaptability, showcasing our ability to innovate and excel beyond our traditional market.
BD’s RAM 5.7L HEMI Manifolds, stand out for their award-winning performance, versatile design, and comprehensive features. These manifolds are thoughtfully crafted to resolve common failure points of the OEM design.
The 5.7L HEMI Manifolds are available in multiple options. Customers can purchase the manifolds in a full set, including both the driver and passenger side units. Alternatively, for those who require a specific side, the manifolds are also available as individual units for either the driver or passenger side.
Understanding the importance of a seamless installation process, we’ve ensured that each set of 5.7L HEMI Manifolds comes equipped with all the necessary gaskets and fasteners. These additions are critical for a complete and hassle-free installation experience, allowing customers to fit the manifolds without needing additional purchases or the inconvenience of sourcing missing parts.
The design of the Dodge HEMI Manifolds reflects BD's commitment to innovation and quality. Some of the notable design features include:
Enhanced Durability: The manifolds are constructed with thicker ductile iron, providing superior warping resistance and ensuring long-term durability even under extreme conditions.
Bolt Improvements: To combat common issues such as bolt breakage and loosening, the HEMI Manifolds feature increased bolt length and machined bolt surfaces. These improvements provide a more secure fit and reduce the likelihood of maintenance issues.
Heat Management: Recognizing the critical role of temperature regulation in manifold performance, BD has strategically relocated the heat shield on the HEMI Manifolds. This redesign not only improves heat dissipation but also reduces stress on the bolts, enhancing the overall lifespan of the manifold.
These features collectively define the Dodge HEMI Manifolds as a product of superior performance, reliability, and convenience. BD’s meticulous attention to detail in every aspect of design and functionality ensures that these manifolds deliver on their promise of redefining performance in gasoline applications.
The RAM 5.7L HEMI Manifolds by BD stood out at SEMA 2023, earning accolades for their performance and innovative design features. Here is a list of the innovations that set these manifolds apart and led to their award-winning recognition.
One of the key innovations in the HEMI Manifolds is the increased bolt length. This feature is crucial in preventing bolt breakage, a common issue in manifold designs. Longer bolts distribute stress more evenly across their length, reducing the chances of breakage under high-temperature and high-stress conditions typical in engine operations. This enhancement not only improves the durability of the manifold but also offers peace of mind to users, knowing that the risk of mechanical failure is significantly reduced.
BD has also incorporated machined bolt surfaces in its manifold design. This meticulous machining process ensures a more precise fit between the bolts and the manifold, significantly reducing the likelihood of the bolt loosening over time. This is particularly important in maintaining the integrity of the manifold seal under the dynamic conditions of engine operation. By addressing the issue of bolt loosening, BD enhances the reliability and longevity of the manifold assembly.
The HEMI Manifolds feature a strategically relocated heat shield, an innovation aimed at reducing stress on the bolts. By optimizing the position of the heat shield, BD effectively minimizes the direct heat exposure on the bolts. This contributes to lower bolt stress but also aids in better heat management within the engine bay. The result is a more stable and consistent performance from the manifold, even under demanding driving conditions.
Finally, the use of thicker ductile iron in the construction of the manifolds deserves special mention. This material choice significantly enhances the manifolds' resistance to warping. Ductile iron, known for its strength and durability, ensures that the manifold maintains its structural integrity even under high temperatures. This feature ensures consistent performance and longevity, making the HEMI Manifolds a reliable choice for performance enthusiasts.
Following the launch and the subsequent award recognition at SEMA 2023, the RAM 5.7L HEMI Manifolds have rapidly gained popularity among RAM enthusiasts and professionals alike. This surge in interest can be attributed to the manifold’s groundbreaking features and the reputation of BD for delivering high-quality, reliable products. The demand is reflective of the market's appreciation for products that not only enhance performance but also provide long-term reliability and efficiency.
In response to this burgeoning demand, we’ve has taken strategic steps to ensure that the supply of the 5.7L HEMI Manifolds meets market expectations. Investment in new equipment and resources is a significant part of this strategy. This investment is about scaling up production and maintaining the high-quality standards for which we’re known. By upgrading our manufacturing capabilities, we’re well-positioned to handle the increased production volume without compromising the quality or performance of our manifolds.
The RAM 5.7L HEMI Manifolds are not just a product; they reflect BD's commitment to quality, innovation, and customer satisfaction. The positive customer response and the manifold’s impact on the market speak volumes, and we’re currently developing more applications for our world-class exhaust manifolds.
]]>The 68RFE transmission, a sophisticated piece of automotive engineering, has been a subject of much discussion and analysis within the automotive community. This six-speed automatic transmission was developed primarily for heavy-duty Dodge and Ram trucks to balance power, efficiency, and durability. Its significance lies in its technical specifications and how it represents a critical evolution in transmission technology for high-torque, high-stress applications.
In the landscape of automotive history, the 68RFE holds a unique position. It emerged as a solution for vehicles requiring robust transmission systems capable of handling significant power outputs and heavy payloads. This transmission responded to the growing demands of the automotive market, particularly in pickup trucks and heavy-duty vehicles, where power and reliability are paramount.
This article aims to delve into the trials and tribulations faced by the 68RFE transmission. From its initial rollout to today, the 68RFE has experienced various challenges, including mechanical and electronic issues impacting its performance and reliability. Through a detailed exploration of its development, common problems, user experiences, and the solutions that have emerged over time, this article aims to provide a comprehensive understanding of the 68RFE's journey. It will explore the technical aspects and the real-world implications for those who rely on this transmission in their daily lives and work. Ultimately, this piece offers an insightful look into one of the most discussed topics in the world of automotive transmissions, highlighting its achievements and the hurdles it has faced.
The 68RFE transmission, a landmark in automotive engineering, was born out of a need for a robust and efficient transmission system for heavy-duty applications. Its development began in the early 2000s to create a transmission that could handle modern engines' increasing power and torque outputs, particularly those in Dodge and Ram trucks. Chrysler, the parent company, was intent on designing a transmission that could surpass the capabilities of its predecessors in terms of power handling, durability, and fuel efficiency.
This six-speed automatic transmission was developed as a successor to the 545RFE, borrowing some design elements but significantly improving upon them. The '68' in its name denotes the 6-speed gear setup and the 8th iteration of this series of transmissions. Its introduction responded to the competitive demands of the automotive market, especially in segments dominated by heavy-duty pickup trucks and commercial vehicles.
The primary design objectives of the 68RFE were clear: to create a transmission that could seamlessly handle high torque while providing smooth shifting and reliability. Engineers focused on enhancing the transmission's capacity to manage the rigorous demands of towing and heavy payloads without sacrificing the vehicle's drivability or fuel efficiency. This included improvements in the torque converter, gearing ratios, and the use of advanced materials for enhanced durability.
Upon its release, the 68RFE was met with anticipation and optimism. It was initially well-received, particularly for its ability to offer smooth gear transitions and manage heavy-duty tasks more effectively than its predecessors. However, as it became more widespread, feedback from real-world usage began to surface, highlighting its strengths and areas needing improvement.
Several key features and specifications distinguish the 68RFE transmission:
The 68RFE transmission has been a staple in Dodge and Ram vehicles, particularly those designed for heavy-duty and high-performance tasks. Its deployment has primarily been in models known for their power and durability. Key applications include:
In real-world conditions, the performance of the 68RFE has been a mixed bag of commendations and critiques. On the positive side, users have lauded its smooth shifting and ability to manage high-torque scenarios easily. The transmission's design allows for efficient power delivery, especially in towing and heavy-load situations. The adaptive learning feature of the ECM has also been noted for optimizing performance based on driving habits, a boon for long-term efficiency and reliability.
However, the 68RFE has not been without its problems. Some users have reported issues with reliability over time, particularly in very strenuous conditions or with frequent heavy towing. These issues often manifest as delayed shifting, overheating, and in some cases, mechanical failures. Such challenges have prompted discussions about the limits of the transmission's capabilities and the need for additional modifications or aftermarket support to enhance its performance and longevity.
Compared with other transmissions in its class, the 68RFE holds a distinctive position. It competes with other heavy-duty transmissions like the Allison 1000, used in Chevrolet and GMC trucks, and Ford's TorqShift, used in their Super Duty line. Each of these transmissions has its unique strengths and weaknesses:
In conclusion, while the 68RFE transmission has significantly advanced technology and capability, its real-world application has revealed a spectrum of experiences. Its performance, particularly in comparison to its peers, highlights the balance that must be struck between power, durability, and reliability in transmission design. This analysis sets the stage for a deeper exploration into the specific challenges and issues faced by the 68RFE, which will be discussed in the following sections.
The Shift Solenoid Valve (SSV) in the 68RFE transmission plays a pivotal role in the smooth and efficient operation of the vehicle. The SSV is a critical component of the transmission's hydraulic control system. It controls the flow of hydraulic fluid to various passages within the transmission, which controls the activation and deactivation of different clutches and bands. This process is crucial for enabling or inhibiting gear shifts.
In the 68RFE, the SSV is managed by the transmission's electronic control unit, which sends signals to the solenoid based on inputs like vehicle speed, engine load, and throttle position. This integration allows precise control over gear shifts, contributing to the transmission's responsiveness and efficiency. The SSV's role, therefore, is not just functional but also central to the transmission's ability to adapt to different driving conditions and styles.
Despite its critical function, the SSV in the 68RFE transmission has encountered several issues. These problems can range from electronic malfunctions to mechanical failures, and they typically manifest in a few common ways:
The impact of issues with the SSV on the 68RFE transmission's performance and reliability can be significant. When the SSV does not function correctly, it directly affects the transmission's ability to shift gears smoothly and efficiently. Common symptoms of SSV problems include:
In conclusion, the SSV is a crucial component of the 68RFE transmission, and its issues can lead to various performance and reliability problems. Understanding these issues is key to diagnosing and addressing problems with the transmission, ensuring its long-term health and functionality. The next sections will delve further into other specific challenges faced by the 68RFE, as well as users' experiences and the solutions developed over time.
The valve body gaskets in the 68RFE transmission are crucial in its overall operation and efficiency. The valve body is a complex component, essentially serving as the control center of the transmission. It houses various valves, solenoids, and passages that regulate hydraulic fluid flow, crucial for shifting gears. The gaskets in the valve body ensure a tight seal between different components, preventing fluid leaks and maintaining appropriate hydraulic pressure.
In the 68RFE, the valve body gaskets are strategically placed to handle high-pressure conditions and are designed to withstand the transmission's demanding operational environment. They are critical for maintaining the integrity of the hydraulic system, which directly impacts the transmission's ability to shift gears smoothly and accurately.
Despite their importance, the valve body gaskets in the 68RFE transmission are not immune to problems. These gaskets can fail over time and under certain operating conditions, leading to various issues. Common problems include:
The failure of valve body gaskets in the 68RFE transmission can significantly affect the transmission's health and performance. These include:
In summary, the valve body gaskets are a small but vital component of the 68RFE transmission. Their failure can lead to problems affecting the transmission's performance and longevity. Recognizing and promptly addressing these issues is crucial for maintaining the health and efficiency of transmission. The following sections will explore other challenges faced by the 68RFE, user experiences, and the various solutions and improvements developed over time.
The 68RFE transmission, while innovative and robust in design, has not been immune to a range of issues, some of which have become notably common among users. These problems, including those related to the Shift Solenoid Valve (SSV) and valve body gaskets, have been central to the challenges faced by owners. Other prevalent issues include mechanical failures, electronic control problems, and heat management challenges.
Mechanical failures in the 68RFE often manifest as worn gears, bearings, and clutch plates. These components are subject to intense stress, especially in vehicles used for heavy towing or carrying large payloads. Over time, the wear and tear can lead to failures such as:
While sophisticated, the 68RFE's electronic control system is not without its faults. Problems often arise in the form of sensor failures or software glitches, leading to:
Heat management is a critical aspect of transmission health, and the 68RFE has faced challenges in this area, particularly under heavy-use conditions. Overheating can lead to:
The root causes of these issues are varied but often stem from a combination of design limitations, operational stress, and maintenance practices. For instance:
The cumulative effect of these issues on vehicle performance can be significant. Owners might experience reduced drivability, increased repair costs, and a general sense of unreliability. In severe cases, transmission problems can lead to safety concerns, especially if the vehicle is used in demanding work environments.
Owner satisfaction has consequently been impacted. While many appreciate the 68RFE's strengths, particularly in initial performance and towing capacity, recurring issues have led to frustration and a call for improved designs or aftermarket solutions.
The 68RFE transmission, despite its advanced design and capabilities, faces a range of challenges that impact its performance and reliability. The next sections will explore users' experiences in more detail and discuss the various solutions that have emerged to address these challenges.
The "QT100" represents a significant modification designed specifically for the 68RFE transmission to enhance its durability and performance. This modification typically involves using QT100 steel, known for its high strength and resistance to wear. The primary focus of the QT100 modification is to reinforce the transmission's internal components, particularly those prone to stress and wear under heavy-duty usage.
In the 68RFE, the QT100 steel is often used to construct critical components such as clutch plates, gears, and the transmission casing. This upgrade is designed to provide better resistance to the high torque and heavy loads typical in the vehicles that use this transmission. The result is a more robust transmission capable of handling increased power outputs and providing a longer service life.
"The Big Stack" upgrade enhances the transmission clutch system. This upgrade usually includes increasing the number of clutch plates in each clutch pack and using higher-quality materials. "The Big Stack" aims to improve the transmission's ability to handle higher power and torque levels, a common requirement in heavy towing and high-performance scenarios.
The benefits of "The Big Stack" are manifold. It allows for better power distribution across the transmission, reduces slippage, and improves overall transmission responsiveness. This upgrade is particularly beneficial in preventing clutch burnout, a frequent problem in transmissions subjected to heavy use.
User experiences with the QT100 and The Big Stack modifications have generally been positive. Many report a noticeable improvement in transmission performance, particularly in terms of durability and the ability to handle high-stress conditions without failure. Users who have upgraded their 68RFE transmissions with these modifications often cite better peace of mind, especially when using their vehicles for demanding tasks like towing heavy loads.
Expert opinions also support these modifications, especially for vehicle owners who use their trucks in rigorous conditions. Mechanics and transmission specialists often recommend these upgrades as a proactive approach to extend the lifespan of the 68RFE and to prevent common issues associated with heavy usage. However, they also emphasize the importance of professional installation and tuning to ensure these modifications are compatible with the vehicle's overall performance characteristics.
Overview of Recommended Fixes and Upgrades for the SSV and Valve Body Gaskets In response to the common issues faced with the 68RFE transmission, particularly those concerning the Shift Solenoid Valve (SSV) and valve body gaskets, a range of solutions and upgrades have been recommended. These fixes enhance the transmission's reliability and performance, especially under strenuous conditions.
When addressing valve body gasket failures, recommended actions include:
Discussion on Aftermarket Parts and Modifications
The aftermarket industry has played a significant role in offering solutions to the 68RFE transmission problems. Various manufacturers have developed parts and kits specifically designed to address its weaknesses. These include:
Input from Manufacturers and Industry Experts on Addressing the Issues Manufacturers and industry experts have also contributed valuable insights into addressing the 68RFE's challenges. Their input typically revolves around best practices for maintenance and operation and upgrade recommendations. Key points often include:
In conclusion, a combination of recommended fixes, aftermarket modifications, and expert guidance forms a comprehensive approach to addressing the various issues faced by the 68RFE transmission. These solutions aim to rectify existing problems and enhance the overall performance and longevity of the transmission. The final section will explore the future outlook for the 68RFE, considering these improvements and ongoing developments in transmission technology.
The journey of the 68RFE transmission continues to evolve, with ongoing efforts to address its known shortcomings. Manufacturers and aftermarket specialists refine and enhance the transmission to meet modern demands. These developments include:
Looking ahead, the 68RFE may undergo significant changes, both in terms of upgrades and potential replacements. The automotive industry's fast-paced innovation suggests several possibilities:
The long-term viability of the 68RFE in the automotive market is a subject of much speculation. While the transmission has faced challenges, its continuous evolution and the persistent demand for robust, heavy-duty transmissions suggest a sustained relevance. Key factors in its future viability include:
In conclusion, the future of the 68RFE transmission, while not without its uncertainties, looks promising. The combination of technological advancements, industry adaptation, and a focus on meeting user needs suggests that the 68RFE will continue to be a relevant and evolving component in the world of automotive transmissions.
The exploration of the 68RFE transmission in this article has provided a comprehensive overview of its journey, from its inception to its current state and prospects. We have delved into its development history, revealing the ambitions and challenges that shaped its design. The 68RFE, conceived as a robust solution for heavy-duty vehicles, particularly in the Dodge and Ram lineups, was lauded for its initial performance, especially regarding towing capacity and smooth gear transitions.
However, the transmission has not been without its trials. Users have faced various issues, most notably with the Shift Solenoid Valve (SSV) and valve body gaskets, leading to problems like erratic shifting, overheating, and mechanical wear. These issues, while significant, have been met with a range of solutions, from improved maintenance practices to aftermarket modifications, showcasing the resilience and adaptability of both the users and the industry in addressing these challenges.
Looking ahead, the 68RFE stands at a crossroads of technological advancement and market demands. Current developments aimed at rectifying its shortcomings, coupled with potential future upgrades, hint at a transmission that is continually evolving. As the automotive world shifts towards more sustainable and efficient technologies, the 68RFE may also see transformations, possibly adapting to the emerging trends of hybrid and electric vehicles.
The legacy of the 68RFE transmission is thus one of innovation, adaptation, and resilience. It has played a significant role in the automotive landscape, especially in heavy-duty vehicles, and its story is far from over. The future of the 68RFE, while uncertain, is undoubtedly an area of interest for automotive enthusiasts, professionals, and consumers alike. Its ongoing journey will continue to be a testament to the dynamic and ever-changing world of automotive technology.
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The 5.7L Hemi engine is a powerful and reliable engine that has been used in a variety of vehicles. While the exhaust manifold may not be the most exciting component of the engine, it plays a critical role in the engine's performance and efficiency. By understanding the function of the exhaust manifold, as well as the common issue of exhaust manifold leaks and the ticking sound it can cause, you can ensure that your 5.7L Hemi engine is performing at its best.
The exhaust manifold is responsible for collecting exhaust gasses from the engine's cylinders and channeling them into the exhaust system. It's a critical component of the engine's performance and efficiency.
Now let's talk about the problem - that annoying ticking sound coming from the exhaust manifold. Now, don't get us wrong, we love a good ticking sound as much as the next truck guy. It's like nails on a chalkboard and even worse when it's coming from the exhaust manifold. That sound is usually a sign of a leak, which can lead to decreased performance and efficiency. Plus, it's just plain annoying.
Well, it's usually due to an exhaust leak caused by a faulty gasket, cracked or warped manifold. When hot exhaust gasses escape through the leak, they make that distinct ticking sound that drives us all crazy.
But fear not, my fellow truck enthusiasts! There are solutions to the ticking sound and the underlying problem of an exhaust leak. One option is to replace the gasket, but that's just a temporary fix. If you really want to solve the problem, you need to replace the exhaust manifold.
And if you're going to replace the manifold, you might as well go with the best – BD Diesel's aftermarket manifold. This product is superior to the stock manifold in every way. Benefits include longer fasteners supplied with spacers to resist breaking due to thermal cycling and high-silicon ductile iron construction with thick uniform walls for increased resistance to warping or cracking.
But that's not all! The BD Diesel manifold also comes with all the fasteners and gaskets you need for installation, and you can even purchase left and right sides separately or together as a complete kit. With this upgrade, you'll not only solve the problem of the ticking sound, but you'll also prevent your manifold from cracking and warping in the future. This is especially important in towing and hauling applications, where the engine is subjected to extreme temperatures and pressures.
So, there you have it – the 5.7L Hemi exhaust manifold and the dreaded ticking sound it can cause. But with solutions like the BD Diesel aftermarket manifold, you can solve the problem and upgrade your engine's reliability at the same time. So go ahead and crank up that engine, and enjoy the sweet sound of a well-tuned machine – without the annoying ticking sound!
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Even the most reliable engines have their own particular issues and the 5.9L Cummins is no exception. Although Cummins engines have a reputation for being reliable, there are certain problems that you may encounter.
Here are 9 common problems with Dodge Ram Cummins turbo diesel and how to fix them.
When your fuel pump starts to fail, it may not be immediately apparent, as the injection pump will still be drawing fuel. The injector pump can’t do the job on its own indefinitely, however, and will wear down, resulting in a loss of power. If your engine is difficult to start, or not starting at all, it may be the injection pump. Diagnosing this will require a scan tool.
Whether you need a fuel pump or injection pump, BD Diesel has you covered with the highest quality replacement parts.
A cracked exhaust manifold is something that needs to be attended to quickly as it can cause damage to other parts in your engine bay. Hot exhaust gases may melt wires ort even cause combustible parts to ignite. Engine misfires, exhaust smell, poor idling, and loss of power are some of the signs of a cracked manifold.
If the crack is small, visiting a garage that specializes in exhaust systems may save it if they are able to braze or weld it. If not, you will need to replace it.
Pressing down on your accelerator and finding it unresponsive is disconcerting and can be a major cause for concern. It is also not uncommon in Ram Cummins models. The cause may be due to improper calibration, or perhaps a malfunction in the accelerator pedal position sensor (APPS).
An experienced service technician familiar with this problem can likely fix it, but to avoid dealing with the issue in the first place, some things to try include frequent replacement of your fuel filters, repairing loose plugs and wiring, and updating your turbo’s software.
The engine control module is responsible for hundreds of operations from fuel delivery to engine timing and much more. Several factors can lead to failure, but the most common is component failure. Simply put, the components have a lifespan and once it’s been reached, they can fail.
The ECM can be repaired if the faulty parts can be replaced. It is also possible that the failure is due to software bugs, so while you may end up replacing it, you may want to check first if repair is an option.
A common problem with the Ram Cummins is the DPF becoming clogged. While you will want to replace them with some frequency to help avoid a dead accelerator pedal as mentioned above, you can also try cleaning them yourself, or you can try using a cleaning additive for DPFs, which is a chemical solution added to your fuel tank.
The variable geometry turbocharger is an effective means of achieving power in different engine conditions, but it is unfortunately also prone to both mechanical and electronic failures. The real problem with the VGT is that the moving parts in the turbo housing become coated with oil, soot, and ash, impeding the movement of the VGT and causing a decrease in performance. A sticking or stuck VGT will normally require disassembly and manual cleaning to restore functionality.
Perhaps the most common failure on the 5.9L Cummins turbo is the oil seals. Worn seals in the centre hub rotating assembly can allow lubricating oil into the intake and exhaust. This can be problematic as the intercooler can be clogged by oil in the intake. The oil can also cause an increase in engine RPM beyond the throttle input. Oil in the exhaust, meanwhile, can damage the oxygen sensors.
Removing the turbo to take it apart and clean it may help, but is not a permanent solution. Most often it will need to be replaced.
This is not the most common issue with the 5.9L as it is under less pressure than the 6.7L. Some signs of failure include white smoke from the tailpipe coolant loss with no visible leak, engine overheating, and bubbling in the radiator and coolant reservoir.
Although fuel dilation is normal and expected to a limited degree, excessive dilution can contaminate the engine oil, reducing oil viscosity. This in turn leads to greater engine wear. You could try a fuel-system cleaner, but in some cases the culprit might be a piece of debris lodged in an injector tip that prevents it from closing. While a fuel-cleaner might help, you may also require a trip to your mechanic.
While none of these issues are guaranteed to occur, some of them are common enough that you should be aware of them and watch for warning signs. If and when you encounter one of them and require a replacement part, BD Diesel has you covered with high-quality parts that meet and often exceed the original. For more information, contact us today!
]]>If you own a diesel truck, you might have heard of lift pumps. A lift pump is a device that helps deliver fuel from the fuel tank to the engine. It's an essential component of any diesel engine since it ensures that the engine is getting a consistent, clean supply of fuel to run correctly.
A common type of lift pump is the gerotor pump. A gerotor pump is a type of positive displacement pump that uses two gears with different numbers of teeth to pump fluid. As the gears rotate, fluid is trapped between the teeth and carried around the pump chamber, creating a continuous flow of fluid.
When looking for a lift pump, it's essential to consider the size and power of your diesel truck engine. You want to make sure that the lift pump you choose can provide enough fuel to meet the engine's demands.
Absolutely. Lift pumps are essential components of any diesel engine. They help ensure that the engine is getting consistent and clean fuel to run correctly, which can improve performance and efficiency. A well-maintained lift pump and filter assembly can also help extend the life of your diesel engine's injection pump.
No, you cannot use a gas lift pump for diesel. Gasoline and diesel fuel have different properties and require different types of lift pumps. A gasoline pump was not designed to properly pump diesel’s higher viscosity and will wear out quickly and/or clog.
Proper maintenance is essential for keeping your diesel truck lift pump running smoothly. Here are some tips on how to maintain your diesel truck pump:
Believe it or not, not all diesel’s have lift pumps, but all will have some kind of transfer pump for example, some injection pumps contain a small gear pump that draws suction from the fuel tank. The type of lift pump method may vary depending on the engine's design and specifications. Some diesel engines may have an electric lift pump, while others may have a mechanical lift pump. It's essential to consult your diesel engine's manual to determine the type of lift pump it requires.
At the end of the day lift pumps are essential components of any diesel engine. Combined with a proper fuel filter they help deliver fuel to the engine, ensuring that it runs correctly. There are various types of diesel truck lift pumps available, and it's crucial to choose the right one for your engine's needs. Proper maintenance of your diesel truck lift pump is also crucial for ensuring that it runs smoothly and lasts for years to come.
Venom Fuel Lift Pump - Now for Ford 6.4L Powerstroke
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Hey there! Are you curious about diesel fuel injectors? If so, you've come to the right place! In this blog post, we'll explore what diesel fuel injectors are, how they work, and the best ways to take care of them. We'll also discuss injection system maintenance and repair for different vehicles. So, let's get started!
Diesel engine injectors are devices that deliver fuel into the combustion chamber. When fuel is needed, the injector opens and pressurized fuel is delivered through a tiny nozzle that atomizes it into a mist. This mist mixes with air in the combustion chamber and ignites, creating energy to move the piston. The injection system is responsible for regulating the fuel flow and timing to ensure proper combustion making it a crucial component of the diesel engine. Without it, the engine simply wouldn't run.
There are different types of fuel injection systems, including common rail injection and mechanical injection systems. High efficiency common rail injection systems use electronically-controlled injectors that can deliver precise amounts of fuel into the combustion chamber, resulting in improved fuel efficiency and reduced emissions. Mechanical injection systems, on the other hand, deliver fuel into the engine through a mechanical injector, and are generally less efficient than common rail injection systems.
The best way to take care of your fuel injectors is to keep them clean and well-lubricated. Dirty or clogged injectors can cause poor engine performance and even engine damage over time. To prevent this, make sure to use high-quality fuel, replace fuel filters regularly, and add a diesel fuel additive or treatment to your fuel tank periodically.
The maintenance schedule for diesel injectors can vary depending on the type of vehicle. It's important to follow the manufacturer's recommended maintenance schedule to ensure your vehicle's injection system is running smoothly.
If you suspect your diesel injectors are faulty, there are a few signs to look out for. These can include decreased engine performance, difficulty starting the engine, or increased emissions like smoke. If you notice any of these symptoms, it's best to have your injection system inspected by a qualified mechanic.
In conclusion, diesel fuel injectors are a critical component of a diesel engine. Understanding how they work and taking proper care of them is essential to ensuring the longevity and efficiency of your engine. By following the recommended maintenance schedule, using high-quality fuel, and keeping your injectors clean and lubricated, you can help keep your diesel engine running smoothly for years to come!
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BD Diesel is proud to introduce our new electronic exhaust brake but what is it, what does it do for you, and why do you need one?
Exhaust brakes are a common supplemental braking system that can be found on large commercial vehicles like buses and semi trucks, as well as some personal vehicles like RVs and tow vehicles. They are designed to slow the vehicle safely without having to rely completely on the brakes positioned on the wheels.
An exhaust brake is an essential upgrade for all diesel owners who regularly tow with their vehicle, whether you are towing a camp trailer for a trip in the mountains or hauling heavy equipment to and from a work site.
This new electronic exhaust brake from BD sits in line with the exhaust, just after the downpipe.. It uses a butterfly valve to physically restrict the exhaust flow from the engine, creating additional backpressure that pushes against the pistons on the exhaust stroke. The result is an increase in braking ability that lets you better control your speed.
By assisting the wheel mounted braking system, the exhaust brake can extend the lifespan of components like rotors, brake pads, and brake drums, especially when regularly towing heavy loads. The systems working in tandem can also reduce stopping distance on heavy vehicles.
By taking stress off the regular brakes, the exhaust brake can also help prevent them from overheating, especially when going downhill.
The exhaust brake installs in line with the existing exhaust system. It’s a simple drop-in install and includes a small control box that plugs into your existing vehicle harness. This allows it to use the factory dash button and keep the OEM features that you would otherwise lose.
The BD electronic exhaust brake creates up to 150 retarding HP with superior backpressure regulation through the RPM range thanks to BD’s exclusive Variable Orifice Technology. You’ll receive reliable and consistent engine braking and increased towing confidence! This electronic exhaust brake from BD uses an electronic actuator to activate the valves and requires no air compressors. This means no freezing up air lines in the cold of winter.
With no need for an air compressor or air lines, a common point of failure is removed. Cast iron construction allows the exhaust brake to endure heat cycles for an extended service life.
They are beneficial because they are quiet, unlike compression brakes, and require minimal upkeep to remain effective.
Whether you are driving a diesel-powered pickup, an SUV, or even a motorhome, you have surely noticed that backing off the throttle pedal provides little braking effect. If you have ever been behind the wheel of a pickup towing a trailer for a long downhill grade, you may have had the experience of watching your braking system being slowly overwhelmed. You may also have had your brakes overheat, making them progressively less effective.
It can be a nerve-wracking situation, to be sure, and even if your brakes manage to control your speed, keeping it in check, such a situation still imposes tremendous wear and tear. Normal brakes work by forcing brake shoes or brake pads against the brake drum or brake rotor. Having these stationary friction surfaces pressed against the rotating surfaces generates heat and overheating from sustained braking can cause damage to some components, such as the brake rotors, as they reach their temperature limit. Heated enough, some elements can reach the point of losing their structural integrity.
Drivers of gasoline powered vehicles may downshift to a lower gear, causing the engine to exert a degree of braking force when the engine tries to intake air against a closed throttle. Diesel engines, however, have unrestricted air intake, eliminating this option.
While some alternatives exist such as installing bigger (and more expensive) brakes or using special friction materials (when available), the best approach is to use auxiliary or supplemental braking systems, such as an exhaust brake.
An electronic exhaust brake from BD provides engine braking to assist deceleration. It helps to control downhill braking speed and reduces brake heat and brake wear.
To learn more about the electronic exhaust brake, please contact us today!
]]>Boost leaks are a real, real problem. Charge air systems suffer leaks all the time and we want to explain why it happens, how to find it, and how to prevent them. For starters, let’s talk about how they affect the performance of your diesel truck. Common symptoms of a boost leak include increased smoke output, higher exhaust gas temperatures, excessive turbo lag, and loss of power. Before we dig into why it happens, how to find them, and how to prevent it, let’s start with the basics.
Without getting too scientific, the air pressure at sea level is roughly 14.7 pounds per square inch (PSI). With a turbocharged engine, the turbo acts like a small, high-speed fan that forces air into the engine. The amount of pressure a turbo can generate is measured in psi above atmospheric pressure. So, as a result, a turbocharged engine with 15psi of boost pressure would be moving roughly twice the air of a naturally aspirated one with twice the power.
As a result, this is why you see newer diesel engines making twice or more horsepower than naturally aspirated ones. Exhaust gases from the engine are used to spin the turbine which in turn drives the compressor via a shaft. This shared shaft spins, churning out boost pressure that is then sent to the engine.
As much as we like to stomp on that loud pedal, with enough upgrades, that additional boost pressure will find the weakest link in the system. Boost runs from the turbocharger all the way to the intake manifold and through all of the components in between.
When you add aftermarket tuning, larger injectors, and a bigger turbo, higher boost pressure is definite. Intercoolers, exhaust gas recirculation components, and even boots can develop leaks with enough boost pressure or failure to properly install these components. If a charge air system isn’t properly put together, a leak is imminent. If your truck is suffering from more than normal smoke output, higher exhaust gas temperatures, excessive turbo lag, and loss of power, you could have a leak.
The most common boost containment device is clamps and boots. These hoses can dry rot and crack over time and seep air. If you’re pulling parts on and off for whatever reason, or if you’re upgrading and some of these components need to come off, getting the parts back on correctly is critical. If you encounter a leak, not to worry. We just have to find it and fix it.
If you’ve made enough boost to burst a boot, there is no investigation, you should see it. However, the pin-sized leaks that are hard to find are what's tricky. Boost leak tests and visual inspections can reveal the problem area when under pressure. With a pressure tester, you can pressurize the entire system which will more times than not reveal the leak.
Air should be escaping and emitting a noise. The most common leaks are boots that aren’t properly installed. However, that doesn’t rule out a fractured charge air pipe, intercooler, or intake manifold gasket. Once you pressurize the system, if the air pressure gauge indicates no rise in pressure, this is the result of a major leak. If a leak is found, that is only half the battle. It is now time to fix it and fix it right.
Because all boost leaks aren’t the same, they may require a different solution. If a boot is torn, a replacement will need to be installed. When reinstalling a boot, you must make sure that it is evenly distributed between each side. If your boot is on one connection side more than the other, it won’t take much to blow it off. If a boot continues to blow off but isn’t torn, especially after being off for a repair or upgrade, something may be off. When truck owners upgrade turbochargers or charge air plumbing, the orientation isn’t always exactly the way it should be. If the system is dialed in and dead straight, it could cause the boots to continue to slip off.
A quick tip for boots and charge air pipes is to use the integrated flared end. There is a raised area on the end of intercooler pipes for a reason. One of the biggest mistakes is people get excited about their new upgrades and don’t install the clamps up against this lip. If you give your clamps a runway, with enough boost, they can almost ramp over this lip. Evenly distribute the boot across both connections and put your clamps at the base of these lips. This will result in a roadblock for our clamps to rely on. If your boots are okay but you’re still facing leakage, look into the hard parts. Intercoolers can fatigue over time and can develop leaks. This may mean you need to get a replacement. If these components all check out, check the air intake manifold gasket. These aren’t changed every time as suggested and they can (and do) blow out. This will leak horsepower and torque with ease if it isn’t properly sealed.
Now that all of our leaks are addressed, how do we make more boost? There are five sure-fire ways to help achieve more boost, horsepower, and torque. These include air intake, tuning, fuel injection, turbocharger, and exhaust upgrades.
Increasing the airflow to any engine will undoubtedly result in better performance. The factory intake manifolds can sometimes be restrictive and limit the amount of air going into the system. However, there are systems out there that are much more open and favourable for more airflow. This cool, fresh air can increase horsepower and fuel economy simultaneously.
One of the easiest ways to see a performance increase is by tuning. The ECM controls the vital signs of your engine including the air-fuel mixture and maximum rpm. With a tuner, you “click & drag” your truck's fuel and air settings which offer more bang. Reprogramming your ECM is a great way to improve horsepower, torque, efficiency, and fuel economy.
A fuel injector upgrade goes hand in hand with any additional air. As one would think, it is important to have the two evenly matched. If you’ve increased the air intake, fuel injectors will certainly make a difference. A larger injector will allow more fuel to reach the engine. A good, quality injector comes with upgraded nozzles that do a good job atomizing the fuel. This all results in more boost and more power!
Since it IS the part that is creating the boost that we all want more of, by installing a larger one, you have the capability of making more. Matching this larger turbo appropriately with fueling and tuning is critical, but with the right recipe, a turbo is a game changer.
Last but not least, exhaust systems. The factory exhaust leaves a lot to be desired in terms of looks, performance, and sound. The factory exhaust systems are designed to maximize noise reduction whereas a performance exhaust is maximizing flow. A straighter, larger diameter exhaust allows more exhaust to flow freely which lowers exhaust gas temperatures and has the potential to improve horsepower, torque, and fuel economy.
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Common Issues - First Gen (2011-2014)
Common Issues - 2nd Gen (2015-2019)
Common Issues - 3rd Gen (2020+)
How to Upgrade Performance Parts
Today’s powertrain of choice in Ford Superduty trucks and cab chassis trucks is the 6.7 L V-8 Power Stroke engine. One of the most powerful and capable engines being manufactured, it can provide tremendous performance and towing capabilities. What makes this engine so great, and why do so many love it?
Debuting in 2011, Super Duty trucks (F-250 through F-550), the 6.7 L replaced the problematic 6.4 L Power Stroke and was the first Power Stroke developed and manufactured by Ford, designed in conjunction with AVL of Austria. It has remained a staple of Ford Super Duty trucks for more than a decade, though it has gone through a number of changes.
The engine is a diesel, 90-degree 8-cylinder engine, featuring an Overhead Valve (OHV) design. It provides both durability and performance while still being significantly quieter than previous Ford diesel engines.
Due to the exhaust manifold and turbocharger being mounted in the engine’s valley, it was code-named “Scorpion” during its development. The engine featured a block made from compacted graphite iron, giving it greater strength at a reduced weight, as well as reverse flow aluminum cylinder heads with dual water jackets, six head bolts per cylinder, and a 29,000 psi high-pressure common rail Bosch system. Up to five injection events per cycle were delivered using eight-hole piezo injectors that sprayed fuel into the piston bowl.
The engine has received structural enhancements over the years. The cylinder head, engine blocks, bearings, and connecting rods provide greater reliability, and the ability to handle extra output and greater cylinder pressures. New steel pistons are used for higher firing pressure and lower friction.
The engine supports B20 biodiesel, meaning it can accept 20% biodiesel and 80% petroleum diesel. Emissions controls include a diesel particulate filter (DPF), Denoxtronic-based selective catalytic reduction (SCR) from Bosch, and exhaust gas recirculation. Originally, output was 390 hp and 735 lb-foot, but Ford announced an update to the engine soon after production started. This update brought the engine to 400 hp at 2,800 rpm and 800 lb-foot at 1,600 rpm, while providing better fuel economy.
The 2021 Ford Pickup trucks with the 6.7 L Power Stroke reached an output of 475 hp at 2,600 rpm and 1,050 lb-feet at 1,600 rpm, making it the best-in-class diesel in horsepower. Previously, these numbers had only been attainable with diesel tuning and other diesel performance modifications. The lightweight body and weight-saving engine design also result in excellent fuel economy.
Third-generation Power Stroke engines use a new fuel injection system with new injectors that reduce noise and improve combustion, offering up to 8 injection events per stroke and a more precise fuel spray.
Key Specs:
450HP
935 lb-ft torque
TorqShift heavy-duty 6-speed SelectShift automatic transmission
4x2 or 4x4 drive system
35,000 lbs max towing
7,640 lbs max payload
157-amp standards
332-amp dual alternators optional
Stationary elevated idle control
Pressurized series flow cooling system
Aluminum cylinder head
Compacted graphite iron block material
Push rod/ rocker arms valve operation
While there is no shortage of love among enthusiasts for the 6.7 L Power Stroke, it has to be said that it is not without its problems. All engines are prone to certain issues, and this is no exception. So what are the most common problems with the 6.7 L Power Stroke?
Starting in 2011, Ford produced their own version of the Power Stroke series. Given that it was their first attempt at producing the engine in-house, it is understandable that it is the least reliable version they made. This is entirely normal, however; virtually every first model produced by a company will have some faults.
There were some noticeable upgrades to the 2nd gen Power Stroke. Some of these upgrades included:
- IROX coating on the lower main bearing
- Fan clutch update
- Heavier crankshaft damper
- EGR cooler flow
- Turbo updates for additional power and torque
While not a complete list of the updates for the 2nd gen, these are some of the more important ones. Some updates went toward increasing reliability, while others were focused on increasing performance and torque.
Another good update came with 2020’s Power Stroke, improving on previous versions and making it even more reliable. Proper maintenance should get it to 250,000+ miles/ 400,000+ km.
Some of the most common issues with the 6.7 L Power Stroke are related to the exhaust gas sensor (EGT). There are 4 sensors in total, meaning there are several opportunities for failure. Even once replaced, the replacement sensors may simply fail again. The ones most prone to experiencing problems seem to be the middle two, sensors 12 and 13. They are problematic enough that some choose simply to delete the sensors.
Some of the indications that the sensors may be failing include the check engine light, fault codes, and failed transmissions test.
Another one of the most common problems is the EGR cooler clogging, though it is not as common as with the 6.0 L and 6.4 L engines. The design was changed for the 6.7 L engine, but the new design had its own problems such as carbon deposits building up on the EGR cooler core, eventually clogging it completely. Symptoms include overheating, check engine light, and fault code P0401.
This can be an issue of significant concern to some owners. The problem may have been exaggerated, but it is worth knowing about. The pump is a Bosch CP4, known to fail due to metal-on-metal contact within the pump. The biggest concern comes from metal contamination in the fuel system, which can impact several other components. Some owners have been required to replace the bulk of the fuel system when this occurs, but Ford, fortunately, used a new pump with the 3rd gen Power Stroke.
Primarily an issue of the 1st gen engines, failure could occur in the turbo bearings. A suspected cause is that the turbo is too small for the boost and torque requested. This also means that those who mod their 6.7 L for more power could experience this failure even earlier than other owners.
These are just a few of the issues, though perhaps among the more serious. Does this make the 6.7 L Power Stroke a bad engine? No, not at all, as many enthusiastic owners will tell you.
What many owners of the 6.7 L Power Stroke love best about the engine is upgrading it. If you are looking for a way to bring your engine to the next level here are some things you can consider.
Upgrade your turbo to boost your performance and driveability. Your 2011-2014 truck can benefit from this exchange turbo from Garrett, which uses a double-sided compressor wheel to achieve a near two-stage boost from a single package.
FORD 6.7L POWERSTROKE 2011-2016 TURBOCHARGERS UPGRADES
FORD 6.7L POWERSTROKE 2017-2023 TURBOCHARGERS UPGRADES
This Venom Ford 2011-2018 dual fuel kit can supply the fuel you need for 1000hp and lets you use the full potential of a larger S400 or S300 turbo. It’s an excellent upgrade if you’re looking for greater fuel flow with less restriction.
FORD 6.7L POWERSTROKE 2011-2016 FUEL SYSTEM UPGRADES
FORD 6.7L POWERSTROKE 2017-2023 FUEL SYSTEM UPGRADES
More oxygen to your engine means getting more power out of it. Improving airflow is a great way to increase the performance of your vehicle. This open air intake kit with its 5-inch inlet can help you in your quest to get every last bit of power from your engine.
FORD 6.7L POWERSTROKE 2011-2016 AIR INTAKE UPGRADES
FORD 6.7L POWERSTROKE 2017-2023 AIR INTAKE UPGRADES
Upgrading your exhaust system provides better volumetric efficiency, allowing your engine to breathe better. You’ll get better performance and improved fuel efficiency. To help with one of the Ford 6.7 L Power Stroke’s common failures, BD has carefully crafted this manifold kit with high-silicon ductile cast iron and 75% thicker walls to retain heat and prevent warping. You’ll experience greater reliability and performance.
FORD 6.7L POWERSTROKE 2011-2016 EXHAUST SYSTEM UPGRADES
FORD 6.7L POWERSTROKE 2017-2023 EXHAUST SYSTEM UPGRADES
Replace your fragile factory intercooler piping with this cold side intercooler pipe kit for your 2011-2016 Ford Power Stroke. Avoid the pipe bursting that can occur due to temperature cycling with this black powder-coated steel charge pipe from BD.
FORD 6.7L POWERSTROKE 2011-2016 INTERCOOLER PIPE UPGRADES
FORD 6.7L POWERSTROKE 2017-2023 INTERCOOLER PIPE UPGRADES
Fans of the Ford 6.7 L Power Stroke know that, despite a few issues, they have a great engine on their hands. With the right replacement performance parts, it can get even better.
Engine: |
Ford Motor Company 6.7L Power Stroke diesel V-8 |
|
Displacement: |
6.7 liters, 406 CID |
|
Production Years: |
2011 to present Ford F-Series Super Duty (F-250/F-350/F-450) |
|
Block/Head Material: |
• Compacted graphite iron engine block (CGI) with 6 bolts per main bearing cap |
|
Compression Ratio: |
2011 - 2019 |
16.2 : 1 |
2020 |
15.8 : 1 |
|
Firing Order*: |
1-3-7-2-6-5-4-8 |
|
B10 Life: |
500,000 miles (based on 330 hp chassis cab/medium duty variant, not advertised in pickup applications) |
|
Bore: |
3.897 inches (99 mm) |
|
Stroke: |
4.251 inches (108 mm) |
|
Aspiration: |
• Garrett GT32 DualBoost variable geometry single sequential turbocharger, wastegated, 2011 - 2014 MY |
|
Injection: |
• Direct injection high pressure common rail (30,000 psi max 2011 - 2019, 36,000 psi 2020+) |
|
Valvetrain: |
Conventional pushrod OHV, cam in block, 4 valves per cylinder (32 valve) |
|
Cooling System: |
Dual cooling systems; high temperature circuit for engine, low temperature circuit for transmission cooler, CAC, etc |
|
Oil Capacity: |
13 quarts w/ filter |
|
Oil Requirements: |
• CJ-4 or CJ-4/sm engine oil is required to ensure emissions system compatibility |
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Engine Weight: |
Approx. 1,100 lbs wet, 990 lbs dry |
|
Emissions Equipment: |
EGR, DOC, SCR, DPF (see below for comprehensive emissions system information) |
|
Peak Horsepower: |
2020 - 2023 Standard Output |
475 hp @ 2,800 rpm |
2023 High Output |
500 hp @ 2,800 rpm |
|
Peak Torque: |
2020 - 2023 Standard Output |
1,050 lb-ft @ 1,800 rpm |
2023 High Output |
1,200 lb-ft @ 1,800 rpm |
More Reading: BD Diesel's Complete Overview of the Ford Power Stroke Diesel Engine
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A history of the Ford Power Stroke
The name Power Stroke refers to a family of truck diesel engines that have been produced by Ford Motor Company since 1994, with Navistar International producing them until 2010. Starting in 2011 the 6.7 L Power Stroke V8 was designed and produced solely by Ford.
Over the years, the Ford Power Stroke diesel has earned many die-hard fans, with some versions of the engine becoming renowned for durability and reliability. Almost three decades after its initial release, the 7.3 L Power Stroke is well regarded. Of course, the Power Stroke has had some issues as well, resulting in a fair number of detractors.
The Power Stroke is a family of diesel engines produced by Ford and Navistar for use in the Ford F-Series trucks and E-Series vans. These diesels are predominately a V8 configuration and feature direct injection and intercooled turbo charging. Marketed towards the heavy hauling consumer segment Power Strokes have become a household name among pick-up truck enthusiasts.
The Power Stroke made its debut late in 1994, but its lineage actually goes back more than a decade further to 1982. At that time, Ford began making diesel engines in partnership with the International Truck and Engine Corporation (ITEC).
Their first engine was a 6.9 L indirect injection (IDI) engine which produced 170 hp and 315 pound-feet of torque, which was impressive for its time. This engine continued to be produced for several years, eventually being replaced by the 7.3 L IDI engine.
The engine produced between 1987 and 1993 was a 7.3 L IDI engine which used the same stroke as the previous one, though it had a larger bore. It had a stronger engine block and redesigned cylinder heads, but no turbocharger. This engine laid the groundwork for the 7.3 L Power Stroke.
In 1993, a 7.3 L with a turbocharger was released. Although it had been strengthened to endure the pressure of turbo boost, it didn’t actually feature much of an increase in torque or power. The next year, however, saw a significant change with the arrival of the first Power Stroke.
Ford’s first Power Stroke arrived in 1994 and remained in production until 2003. Although the displacement in this new engine was the same as the previous one, it had an electronically-controlled direct-injection system that allowed it to make as much as 21,000 psi. This engine had a 4.11-inch bore and 4.18-inch stroke. The block and cylinder heads were cast iron, and the connecting rods were forged steel. It was durable enough to frequently reach or surpass 300,000 miles.
In 1999, the next 7.3 L Power Stroke arrived, featuring an air-to-air intercooler and HUEI (Hydraulically Actuated Electronic Unit Injection) fuel injectors. These injectors were a key element of the next-generation Power Stroke. Two oil pumps were required for the new system, one low-pressure and one high-pressure. The low-pressure pump provided oil to the reservoir of the high-pressure pump, which would then force it through oil lines into the high-pressure oil rails. With an injection pressure between 100 and 3,000 psi, the result was an increase in fuel pressure at the injectors.
Like the first generation, this was a durable engine that often reached over 250,000 miles. It stayed in production through 2003 and still has fans today that consider it one of the finest diesel engines ever produced.
With new, stricter government regulations in place regarding emissions, Ford continued to partner with ITEC—now known as Navistar—to make the 6.0 L Power Stroke. The new engine incorporated several new emissions controls and a variable geometry turbo that boosted power to 325 hp and 570 pound-feet of torque.
It was at this time that the Power Stroke experienced some difficulties in the form of certain failure-prone parts, such as the EGR cooler, high-pressure oil pump, oil cooler, and head gaskets. This impacted the Power Stroke’s reputation of reliability and Ford discontinued it in 2007.
In 2008, Navistar partnered with Ford again, this time to produce the 6.4 L Power Stroke. This new version introduced a common rail system with piezoelectric injectors and a boost that was provided by twin compound turbochargers. The engine produced 350 horsepower and 650 pound-feet of torque. Like the previous engine, however, the 6.4 Power Stroke experienced similar issues such as valve train and head gasket failure.
Although it was a quiet engine that had more power than its predecessor, a common complaint was the comparatively poor fuel efficiency. It stayed in production for only a few years and the partnership between Navistar and Ford ended in 2010.
Following the end of their relationship with Navistar, Ford went on to produce their own all new Power Stroke. The 6.7 L Power Stroke featured the Instant Start feature and a new design with a water-to-air intercooler and the DualBoost variable geometry turbo. The engine block, composed of compacted graphite iron, was 160 lbs lighter than the 6.4 L. Like its predecessor, it used a common-rail injection system.
At release, the engine’s horsepower was 390 with 735 pound-feet of torque, but Ford was able to increase it to 400 hp the following year. Further improvements brought it up to 440 hp and 860 pound-feet of torque by 2015 and 925 pound-feet by 2017.
In 2018 the Power Stroke brand was expanded to include some light duty diesel applications such as the F150 with the 3.0 Power Stroke.
Despite a few missteps, the Ford Power Stroke line of engines continues to be well regarded.
In 1994 the Power Stroke engine was born. Forged out of the experience gained in the IDI (indirect injection) era the all new direct injected, turbo charged diesel featured hydraulic electric unit injectors (HEUI) and ran a high pressure oil pump (HPOP) to create the required pressure for fuel injection.
Performance Upgrades:
With the introduction of the Super Duty came a series of engine updates. These updates included a turbine housing update and a wastegate addition half way through the year. The ‘99 version also continued the use of HUEI fuel injection with upgraded 140 cc injectors—an increase from 120 cc in the earlier model. Now outfitted with larger injectors, the HPOP capability was also increased by using a 17° swash plate angle.
In 1999, Ford introduced an intercooler which enabled an increase in power and decrease in intake temperature and EGTs.
In 2002, powdered metal rods replaced the forged connecting rods of previous models, and while these were adequate for unmodified engines, they could become a serious breaking point for engines pushed above 450 hp.
The reliability of the engine, new bolder body style and stronger chassis has made this era of Power Strokes a highly coveted combination for Ford truck enthusiasts.
Performance Upgrades:
More Reading: The Unforgettable Ford 7.3L Power Stroke Diesel Engine
In an effort to meet stricter government regulations Ford and Navistar teamed up again to develop the 6.0L Power Stroke. In the second quarter of 2003, the 6.0 L began to replace the 7.3 L engine and was used in Ford Super Duty Trucks until 2007 and the Econoline vans until 2009. It featured a 3.74 in X 4.13 in bore and stroke that created a displacement of 5,954 cc. It utilized a variable-geometry turbocharger and intercooler that produced 325 hp and 570 pound-feet torque.
These engines experienced some issues with failure-prone parts. The oil cooler, for example, would plug due to sediment buildup from sand left behind in the block from manufacturing, resulting in high temperatures and engine failure. The sediment also caused a reduction in the coolant flow through the EGR cooler. This would result in premature failure from thermal expansion fatigue in the heat exchanging core.
Premature HPOP failure was also an issue in the ‘03 and ‘04 models, as early HPOP gears proved to be too weak, developing stress cracks in the teeth. This would result in a no-start issue for the engine. ICP sensor failure could also occur, causing Ford to relocate the ICP sensor in a new HPOP design.
Other issues included HPO leaks due to poor quality o-rings, breakage of the prongs of the STC fitting, head gaskets, problems with the Injection Pressure Regulator screen and FICM failures.
In spite of this long list of issues, the venerable 6.0L power stroke has developed a cult following.
Performance Upgrades:
More Reading: Ford's 6.0 Power Stroke Diesel Engine: The Good, the Bad and the Upgrades
The 6.4L Power Stroke engine was a stop gap solution for Ford in an effort to meet tightening emission standards until the launch of the 6.7L Power Stroke. Continuing the relationship with Navistar, the 6.4L was somewhat of a revised version of the 6.0L. Still a intercooled turbo charged V8, it features updates such as; compound turbos, common rail fuel injection and an all new emissions exhaust after treatment system.
Unfortunately the advancement in this engine model came at the cost of other issues. The after treatment system introduced reliability problems that turned into costly repairs for truck owners. These engines also had common head gasket failures, valve train failures and cracked pistons. Thankfully this engine was only in product for 3 model years, making way for the all new update in 2011.
Performance Upgrades:
Debuting in Ford’s 2011 all new Super Duty Trucks (F-250 through F-550), the 6.7 L Power Stroke replaced the 6.4 L Power Stroke. This was the first Power Stroke engine developed and manufactured by Ford, designed jointly with AVL engineering in Austria. It features reverse flow aluminum cylinder heads with dual water jackets. Features a high-pressure common rail Bosch fuel system supplying up to 29,000 psi of rail pressure.
This engine uses eight-hole piezo injectors to deliver up to 5 injection events per cylinder, per cycle. It also supports fuelling options of up to 20% biodiesel and 80% petroleum diesel. In addition to this new fueling system the 2011-2014 Power Strokes features a dual compressor wheel VGT turbo. This turbo proved to be unreliable and was phased out in 2015 in favor of a conventional VGT turbo. Another unique attribute of the 6.7L Power Stroke is its liquid to air intercooling system replacing the traditional air-to-air system found on previous models.
Among the emission controls are exhaust gas recirculation, Denoxtronic-based selective catalytic reduction (SCR) from Bosch, and a diesel particulate filter (DPF).
The original output was 390 hp with 735 pound-feet torque, though not long after production started, an announcement was made by Ford stating that they had updated the engine. Although no changes were made to the engine itself, changes and improvements in the engine control software resulted in the engine being capable of reaching 400 hp at 2,800 rpm and 800 pound-feet at 1,600 rpm. Despite the increased power, fuel economy was also improved.
The 2015 engines are rated at 440 hp and 860 pound-feet. According to Ford, this increase in horsepower comes from a new turbocharger, new injector nozzles, and improvements in the exhaust system.
Performance Upgrades:
By 2017, the 6.7L Power Stroke engine remained largely unchanged with the exception of packaging and turbocharger updates. With these minor improvements the Power Stroke saw the torque rise to 925 pound-feet at 1,800 rpm, though horsepower remained unchanged. In 2018, however, Ford increased output to 450 hp / 935 pound-feet in order to compete with the Duramax and Cummins engines produced by GM and Ram. By 2020, the Power Stroke had increased output to 475 hp at 2,600 rpm and 1050 pound-feet at 1,600 rpm, making it the best-in-class in torque and horsepower.
With a history of durability and performance, Ford's line of Power Stroke engines continue to win over new buyers and impress older fans whose vehicles have endured over the years.
Performance Upgrades:
Ford's 6.7L Power Stroke: The Powertrain of Choice
What Are the Benefits of Having a Truck Lift?
The Downside of Lifting Your Truck
BD Adjustable Track Bar Features
If you have modified the suspension on your truck, you may have negatively impacted the vehicle dynamics and handling. The factory track bar isn’t capable of adequately handling the new stresses and wear that it will be exposed to. Fortunately, there is a solution with BD’s Ram Adjustable Truck bar, but first let’s discuss why you’re getting a lift kit, the benefits it provides, and how BD can help.
People love their trucks. In Canada in 2020, four of the five best-selling vehicles across the country were trucks. In the US, trucks make up almost 70% of the vehicle market and they are popular for a reason, serving as the ultimate utility vehicle, but also possessing a definite cool factor.
As great as your stock truck may be, however, a lifted truck is even better. Why?
One of the primary benefits of a lifted truck is that you have greater clearance. This lets you deal with obstacles on the off-road with ease. Bumps, railroad tracks, potholes, dirt roads and uneven terrain are no longer an issue. Bring it on!
Being higher affords a better view, which may help you avoid certain road hazards. It also lets you peek over lower vehicles, letting you see further in heavy traffic conditions.
There are times when you will need to get under your truck, whether for repairs or a simple inspection. A lifted truck makes the underbody easier to access.
Bigger tires can help improve your truck’s performance overall and are also especially helpful when you want to avoid getting stuck in the snow or mud. Plus, your truck will just look cooler.
As mentioned above, modifying your truck can lead to some issues, specifically accelerated wear and chassis misalignment. A specific component that is affected by lift kits is the track bar. This vital component serves to keep track of the relation between the vehicle’s body and the axle assemblies. Put another way, it keeps the axle centred even as other suspension components flex or articulate. Track bars prevent unwanted lateral movement in the vehicle’s axle assemblies. If there were no track bar, every turn would cause the body to float left or right over the axles, potentially leading to disaster. Having a properly tuned track bar is a necessity.
Unfortunately, a lift puts the track bar at a slightly steeper angle, causing misalignment on the driver’s side, often made worse by the presence of larger tires. The increased loads and wear and tear are more than the OEM components are designed to handle. This is where the BD Diesel performance adjustable track bar comes in.
Designed for use with lift and level kits to take the loads off larger wheels, the BD adjustable track bar is designed for the 2013 to 2022 models of the Ram 3500, and the 2014 to 2022 models of Ram 2500. It has been designed with forged steel components for increased strength and durability and includes an adjustment sleeve which allows for up to 4 inches of adjustment to be made without the use of a drop bracket. Polyurethane bushing on both ends increases strength and durability and makes it easily serviceable, while the black cerakote coating provides corrosion protection.
If you are the owner of a late model Ram and considering modifying your suspension, BD’s adjustable track bar is a stronger, more dependable option that provides correct axle alignment, giving you more positive steering feel with less wander. It’s your perfect solution for steering stability.
Designed for those who run larger wheels and tires, or anyone who’s looking to replace their stock track bar, the BD adjustable track bar features:
Take a look at our new Ram Track Bar Kit here.
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Common Issues With the 6.0L Power Stroke
How Do You Bulletproof a 6.0 Diesel?
Do a quick Google search for the 6.0L Power Stroke from ‘03 to ‘07 and many of the results that you receive will be focused on common problems, the biggest problems, and how to deal with those problems, which might give the impression that it is an engine not worth your time and effort. Despite this, the 6.0L has many fans who support it with almost religious zeal.
So, what is the story with the 6.0L Power Stroke? Is it a bad engine that should be avoided, or is it one that simply needs to receive a few fixes?
The 6.0L Power Stroke came into being in response to the stricter NOx emissions standards that were being put into place for diesels. It was realized that the only way to meet these requirements was to release a new engine platform.
Unfortunately, with Ford pushing to get this engine out quickly, there were certain issues that arose. The first engines experienced glitches with the injection system due to problems in the software. This resulted in complications with emergency vehicles using the new 6.0 and lawsuits were filed against Ford.
The 6.0L Power Stroke made use of several pieces of new emissions control equipment and a new variable geometry turbo. This helped to boost the power up to 325 hp and 570 pound-feet of torque. Certain parts were prone to failure, however, including the oil cooler, EGR cooler, and high-pressure oil pump, among others. There was a resultant perception of the engine as being unreliable, which impacted its reputation. Ford ultimately abandoned it in 2007.
The 6.0L was a more compact engine than the 7.3L, with both the oil cooler and high-pressure oil pump integrated into the block. The gear train for the crankshaft, camshaft, and high-pressure oil pump were moved to the back of the engine. It featured an exhaust gas recirculation (EGR) system, along with four-valve cylinder heads, a quick-spooling variable geometry turbocharger, and a fuel injection system with hydraulically actuated electronically controlled unit injectors (HEUI).
While the 6.0L had some serious issues, towing was not one of them. The towing capacity varied by model, year, cab size, and box length, but ranged from a conventional 12,500 pounds to 19,200 pounds.
Despite the various issues experienced by the 6.0L, enthusiasts have been able to push it to remarkable heights, with guides available online detailing how to add an additional 300 hp, and when you see Diesel Power Challenge competitor Jesse Warren push his 6.0L up to 1,758 hp and 2,532 pound-feet of torque, you know that the engine is a viable platform to work with.
As much as the 7.3L Power Stroke is known for durability, the 6.0L seems known for various problems. Some of the common issues included:
Factory exhaust manifolds are prone to cracking and warping often breaking studs and resulting exhaust leaks. Upgrading your exhaust manifolds and up-pipes will lead to increased reliability and performance.
This is the most commonly reported problem with the 6.0L. The purpose of the oil cooler is to lower the engine oil temperature, but it could become clogged or restricted with few warning signs. Silicone sand left behind from manufacturing could cause buildup and restrictions in the coolant system. The oil temperature, if too high, could cause gaskets and O-rings to fail. Checking for these issues should be a standard part of all routine maintenance.
These issues seem to be more common in the 2003 model year. This clean emissions component is intended to cool exhaust gas which is recirculated back into intake manifolds. However, soot buildup left the EGR coolers and EGR valves prone to failure. Sometimes this resulted in cracks, leading to coolant entering the engine. If this is severe it could cause hydro-lock and result in major damage to the engine.
The 6.0L Power Stroke fuel injection system uses split shot electronic unit injectors which deliver fuel to the cylinders. Unfortunately, the injectors do not operate well with poor fuel and oil quality. Dirty oil, low fuel pressure, electrical issues, and mechanical failures can all cause the fuel injectors to fail.
The Fuel Injection Control Module (FICM), which calculates the start of injection and injector duration and is responsible for precise injection can suffer slow deterioration, due to low battery voltage. In fact, it may go unnoticed long enough that by the time you are aware of an issue, it’s often too late.
Operating with very high pressure, the fuel injection systems may experience internal engine leaks as the O-rings deteriorate. When the engine is hot, this may result in hard starts, no starts, or loss of power.
A variable geometry turbocharger was designed to reduce turbo lag and create a better throttle response. Carbon or rust may build up in the vanes causing them to stick, leading to an over-boost or no-boost condition.
Checkout the Making of the BD Performance Screamer Turbochargers
There are 4 torque-to-yield (TTY) cylinder head bolts per cylinder, each with precise clamping force, but certain circumstances can cause the bolts to stretch and lose that clamping force. These bolts are a significant problem that could lead to a blown head gasket.
Bulletproofing is a term coined by diehard 6.0L fans. When you bulletproof your diesel, it means that you have addressed at least four of the main problems associated with the Power Stroke. It will help to eliminate issues with these components and make your vehicle more reliable. This can be done by replacing and upgrading these parts. While this may seem to be solely about adding horsepower, it also means toughening your vehicle to survive this boost in power.
Almost any component on the 6.0L Power Stroke can be pointed to as exhibiting poor engineering, as evidenced by premature failures and other issues. Fortunately, top-quality parts exist that can replace faulty components, making your 6.0L much more dependable. Some of the parts to check include:
Several options exist to replace your turbocharger, such as the Screamer Performance GT37 Turbo. This direct drop-in turbo provides increased airflow and reduced backpressure.
See all the '03-'07 6.0L Power Stroke Turbo Chargers
Improve your performance with new fuel injectors. Each injector is flow tested and are capable of delivering a greater volume of fuel, satisfying all your fuel demands.
See BD Diesel's '03-'07 6.0L Power Stroke Fuel Systems
With the FICM being a crucial part of your vehicle’s performance, you can’t afford to wait until it fails to replace it. A new FICM can put your mind at ease while also providing better throttle response and an increase in horsepower. Pre-programmed and ready to install, you won’t have to worry about your existing part wearing down. Also available with a higher voltage option.
Using head studs will provide torque loading that is much more consistent and accurate. The top of the stud features finer threads, allowing for more precise torque readings, and providing greater accuracy.
The 6.0L Power Stroke may have its flaws, but with the right replacement parts, you can bulletproof your engine, increasing its lifespan and making it much more dependable. For more information on upgrading your engine, or the parts available, contact us today and we’ll be happy to answer all your questions.
See all the BD Diesel Ford 2003-2007 6.0L Power Stroke aftermarket and replacement products.
Engine: | 6.0L Powerstroke |
Engine Design: | Turbocharged V-8 Diesel |
Years Produced | 2003 to 2007 model years for Ford Super Duty and 2003 to 2009 for select commerical vehicle platforms |
Transmissions: | 5-Speed 5R110W Torqshift Automatic ZF6 6-Speed Manual |
Displacement: | 6.0 Liters (365 Cubic Inches) |
Bore: | 3.74 inches (95 mm) |
Stroke: | 4.134 inches (105 mm) |
Block Material: | Cast Iron Block |
Cylinder Head Material: | Cast Iron Cylinder Heads 4 valves per cylinder head |
Intake Manifold: | Aluminum |
Compression Ratio: | 18.0:1 |
Firing Order: | 1-2-7-3-4-5-6-8 |
Turbocharger/Air: | Garrett VGT GT3782 TurboCharger |
Fuel Injection: | HEUI, Hydraulic Actuated electronic unit injectors |
Valvetrain: | Single Cam 32 Valve |
Oil Capacity: | 15 Quarts with filter |
Def Fluid Capacity: | 0 – DEF Not Used |
Cooling System Capacity: | 27.5 Quarts or 8.75 Gallons. |
Fuel: | Diesel |
Fuel Tank Size: | 29 Gallon or 38 Gallon Options |
Horsepower: | 325 horsepower @ 3,300 rpms |
Torque: | 2003-2004: 560 lb/ft @ 2000 rpms 2005-2007: 570 lb/ft @ 2000 rpms |
Engine Dimensions: | Length: 35" (approx) Width: 38-1/4" (approx) Height: 40-3/4" (approx) |
Suspension Type | 4X2: Twin-I-Beam 4X4: solid Twin-Coil Monobeam axle |
Axle (rating @ ground) | 4850 lbs. (4×2); 6000 lbs. (4×4) |
Springs | Coil Springs |
Shock absorbers | 1 3/8″ gas type |
Stabilizer bar | Standard |
Suspension Type | Sold Axle |
Axle (rating @ ground) | F-250: 6200 lbs F-350 SRW: 7280 lbs F-350 DRW: 9000 lbs |
Springs | Leaf Springs |
Shock absorbers | 1 3/8″ Gas Type |
Stabilizer bar | Standard on DRW, Optional on SRW |
Style of Towing | Tow Rating |
SRW Max Conventional Tow Capacity | 12,500 lbs |
SRW Max 5th Wheel Tow Capacity | 15,800 lbs |
Dually Max Conventional Tow Capacity | 15,000 lbs |
Dually Max 5th Wheel Tow Capacity | 19,200 lbs |
See the TOP 4 Ways to Maintain Your Trucks Fuel Efficiency
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Common Issues With the 7.3L Power Stroke
We live in a world where things are always changing. Technology moves forward at such a pace that it can be difficult to simply keep up. Computers, phones, and even TVs all seem to need replacing on a regular basis as new models come out and consumers feel the need to upgrade. That’s not always the case, however. Once in a while, something comes along that, despite its flaws, endures expectations. The 7.3L Ford Power Stroke is one example of surprising durability, with tens of thousands still on the road.
Why is this engine so highly regarded? What is so great about it and how can it be made even better?
First introduced to Ford’s F-Series truck lineup in 1994, the 7.3L Power Stroke diesel could be paired with either the ZF 5-speed manual transmission or the E40D 4-speed automatic transmission. These 1994 Power Stroke-equipped trucks produced 210 horsepower and 425 lb-ft of torque.
Made by International Navistar, the engine’s performance was a considerable step up from the performance of the 6.9L IDI and 7.3L engines that came before it. The engine’s displacement was the same as its predecessor, but it featured an electronically-controlled direct-injection system, allowing it to create as much as 21,000 psi. It offered tremendous reliability, greater even than the engine that followed it. It was highly successful for Ford, remaining in production until 2003.
The 7.3L Power Stroke uses a single shot HEUI (Hydraulic Electric Unit Injector) injector system. This uses highly pressurized engine oil to create fuel pressure directly in the injector body, rather than a typical injection pump. The adoption of the HEUI promised greater performance and better fuel economy along with lower emissions.
As mentioned above, the 1994 Ford Power Stroke 7.3L engine produced 210 horsepower and 425 l-ft of torque, which was an increase of 40 HP and 87 lb-ft of torque compared to the IDI engine. Over the years that it was in production, the engine underwent many adjustments that made the trucks more powerful. In 1998, for example, near the midpoint of the engine’s production run, horsepower had increased to 225 HP at 3,000 RPM and torque was 450 lb-ft at 2,000 RPM. Starting that year, the trucks had caught up with California’s emission regulations and all the Power Strokes came with split-shot injectors.
By 2003, the Power Stroke was at the end of its production. In its final year, the automatic transmission provided 250 HP at 2,600 RPM while the standard transmission provided 275 HP at 2,800 RPM. The torque was 505 lb-ft at 1,600 RPM for the automatic and 525 lb-ft at 1,600 RPM for the standard.
Although well known for its durability and still sought after today, the 7.3L Power Stroke is not without its problems. Here are some of the common ones:
Located on the driver’s side fender, the IDM may suffer from water intrusion or damaged wiring, resulting in a no-start or rough running.
A faulty CMP may cause the engine to cut out and may result in it not starting. This failure often is intermittent. It is probably worth keeping a spare on hand.
The IPR, located in the valley on the high-pressure oil pump may have the sensor go bad, or the wires may get damaged. They may also stick or suffer from damaged seals.
1997 Ford F-350 Crew Cab Long Bed
While the 7.3L is underpowered by today’s standards, it was quite impressive at the time. Current owners look to upgrade parts to improve performance. Some of the parts that you can consider include:
Possibly the most obvious upgrade for your vehicle would be an upgraded turbocharger. This provides a means of gaining power that is affordable and reliable. Upgrading your turbo means it can supply considerably more boost through the entire rev range, providing you with more power and torque.
Diesel trucks have their own unique sound that differentiates them from gasoline-powered vehicles. This comes largely from the exhaust system, the replacement of which is another popular modification that can increase performance. By replacing the exhaust of your 7.3L Power Stroke, you can improve exhaust flow, lower exhaust temperatures, and reduce backpressure. This is one of the most affordable means of increasing horsepower.
Upgrading your fuel system is a great update for your vehicle, which may as much as double the stock horsepower and torque. The early Power Stroke engines are the ones most in need of a boost. Replacing a factory cam-driven lift pump with an electric unit and larger supply lines will not only provide better fuel supply pressure but also support more hp.
Another issue, particularly among the early engines their small fuel injectors sometimes providing inconsistent fuel pressure. If you are updating your fuel system, modifying your injectors can give you a boost in performance.
See all of DB Diesel's 7.3L Aftermarket and Replacement Fuel System Products Powerstroke '99-'03 and Powerstroke 94-97
Larger injectors mean more than just greater volume. With larger nozzles, fuel can be injected more quickly, meaning less timing advance to reach the desired power. This in turn means less stress is placed on the engine’s rotating assembly.
Intake upgrades are an easy means of adding greater power and efficiency and is one of the most cost-efficient ways to do so. Upgrading the intake can provide gains in torque and power, quicker response, lower EGT, and greater fuel economy.
Check out all performance upgrade parts for the 1994-1997 Powerstroke and the 1999-2003 Powerstroke here.
The 7.3L Power Stroke continues to have many fans today, and the remarkable durability ensures that they will continue to be fans for years to come, but that doesn’t mean that there’s no room for improvement.
With upgraded parts from BD Diesel, you can bring your 7.3L Power Stroke to a new level of performance. For more information about the best upgrades and how to get the most out of your engine, contact us today. We’ll be happy to answer all your questions.
Engine: | 7.3L Power Stroke |
Engine Design: | Turbocharged V8 Diesel |
Years Produced | 1994-1998 E40D 4-Speed Auto transmission ZF S5-47 5-Speed Manual Transmission 1999-2003 4R110 4-Speed Auto Transmission ZF S6-650 6-Speed Manual Transmission |
Transmissions: |
1994-1998 E40D 4-Speed Auto transmission ZF S5-47 5-Speed Manual Transmission 1999-2003 4R110 4-Speed Auto Transmission ZF S6-650 6-Speed Manual Transmission |
Displacement: | 7.3 Liters (444 cubic inches) |
Bore: | 4.11 inches (104.4 mm) |
Stroke: | 4.18 inches (106.2 mm) |
Cylinder Head: | Cast Iron /w 6 head bolts per cylinder |
Engine Block: | Cast Iron Block |
Firing Order: | 1-2-7-3-4-5-6-8 |
Compression Ratio: | 17.5:1 |
Fuel Injection: | Direct injection with new hydraulic electronic unit injection (HEUI) Injectors Up to 21,000 PSI |
TurboCharger: | 1994-1997 : Garrett TP38 Fixed Geometry 1999-2003 : Garrett GTP38 Wastegated |
Valvetrain: | OHV, 2 Valves per Cylinder, hydraulic lifters |
Pistons: | Cast Aluminum |
Engine Oil Capacity: | 15 Quarts /w filter or 14.2 Liters |
Coolant Capacity: | 32.75 Quarts or 31 Liters |
Fuel: | Diesel |
Fuel Tank Size: | 29 Gallons – Short Box 38 Gallons – Long Box |
Horsepower (Varies): | 1994-1995 : 210 horsepower 1996 : 215 horsepower 1997-1998: 225 horsepower 1999-2000 : 235 horsepower 2001-2003 Auto Trans. : 250 horsepower 2001-2003 Manual Trans. : 275 horsepower |
Torque (Varies): | 1994-1995 : 425 lb-ft 1996-1998 : 450 lb-ft 1999-2000 : 500 lb-ft 2001-2003 : 505 lb-ft (auto trans) 2001-2003 : 525 lb-ft (Manual Trans) |
Exact power stroke towing capacity can depend on the cab configuration, whether you have a two- or four-wheel drive and if it’s a dually. The 7.3L Power stroke conventional tow capacity is at it’s best 12,500 lbs. 7.3L Power Stroke 5th wheel tow capacity is 13,900 lbs.
1994.5-2003 | Conventional Tow Capacity | 5th Wheel Tow Capacity |
1994.5-1997 | 10,000 lbs | 13,500 lbs |
1999-2003 | 12,500 lbs | 13,900 lbs |
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As gas prices continue to climb with no apparent end in sight, everyone wants to get the most mileage possible between fill-ups. After all, no one has money to just throw away. If you are searching for ways to get the most out of every tank, then look no further than these top 5 ways to maintain your truck’s fuel efficiency.
If your manifolds are leaking, faulty, or have become warped, they will start consuming fuel at a much faster rate. If you find that you are getting less mileage than you used to, take a look under your hood. If you spot soot or exhaust leakage, this is a sign of manifold trouble. To correct this and get your fuel economy back to where it should be, you will need to perform maintenance or even replace the manifolds.
Manifolds from BD Diesel are made from high silicon ductile iron, allowing them to withstand even the most extreme temperatures without cracking. Specially designed to provide maximum flow, BD’s manifolds provide increased thermal efficiency and a quicker spool, resulting in more efficient use of fuel.
If you aren’t maintaining your fuel injectors, your truck won’t run at peak efficiency. With a faulty fuel injector, you will notice greater fuel consumption and other potential signs such as rough idling, dirty emissions, or white smoke. Any of these symptoms can indicate the need to upgrade your fuel injectors.
Available in a variety of classifications for all your needs, BD Diesel fuel injectors are not only shot-to-shot tested, but they are also built to a higher standard than OEM to provide you with maximum value.
If you want to get more miles to the gallon while also adding a big dose of fun to your ride, then BD’s screamer turbos are for you. By providing a cooler, denser charge, they improve combustion efficiency and fuel economy. Built in-house, they are high-speed VSR balanced and available in Powerstroke, Cummins, and Duramax models.
When it comes to daily driving, a TSBooster with Eco mode is your best bet. As much as everyone loves feeling the awesome power of their diesels, sometimes less is more.
With all the benefits of a TSBooster, including a throttle boost ranging from 50-300% and a security mode, the TSBooster with Eco mode is perfect for daily driving. It gets you from A to B safely without overworking your engine, reducing your throttle by 25% and increasing your fuel efficiency.
Although the price of gas is out of your control, there are measures you can take to make your truck more fuel-efficient and minimize the impact on your bank account.
For more information on any of the products mentioned here, check out BDDIESEL.COM
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We wrote about the BD Diesel Ford F150 3.5L EcoBoost Manifold outperforming the original equipment manufacturer(OEM) exhaust manifold, and they have now released a new product. Does BD diesel still reign over the OEM?
Ford’s EcoBoost engine has been part of the Ford F-150 for more than a decade and is popular for its ability to offer improved fuel economy without sacrificing power. These smaller 3.5L engines provide the power of OEM a 6.0L at half the size, but it didn’t take too long for flaws in their design to become evident.
Once put to use, the EcoBoost started to have some issues. Specifically, the spinning twin turbos can reach up to 170,000 rpm, resulting in a tremendous amount of heat. The exhaust manifolds, sitting on the engine’s sides, are tasked with transferring this extremely hot gas emitted by the engine. With a more compact engine bay, the ability of this heat to dissipate is limited. As a result, components under the hood are exposed to extreme heating and cooling cycles.
The effect of this is twofold: metals like steel can lose strength over time when they are exposed to very high temperatures, and dissimilar metals such as steel exhaust manifold bolts and the aluminum head do not work well together in the extreme heat, which may result in the two essentially fusing together. This can result in issues such as the bolts on the exhaust manifold breaking. It may even become impossible to remove the bolts from the aluminum head.
Another design flaw lies in the fact that the Ford 3.5L exhaust manifold does not make use of all the stud locations. Only 8 of the 11 locations available were originally used, which leads to warped exhaust manifolds and blown gaskets.
To provide a solution to consumers, BD Diesel created the Ford F150 3.5L EcoBoost Exhaust Manifold Kit, designed to provide superior reliability and overcome the common problems seen in the OEM parts.
In response to the difficulties being faced by consumers and their need to turn to aftermarket parts, Ford made their own changes to the manifold design. With customers perceiving OEM parts as superior, many have opted to turn to the upgraded Ford design, but flaws do still exist, leaving the BD Diesel manifold as an excellent alternative.
Although Ford did make improvements to their design, consumers still benefit from using the BD Diesel manifold. While Ford increased the number of studs in use, they are still limited to 9, while the BD manifold makes use of all 11 available locations. This means the BD manifold still does a better job of holding the manifold to the head to prevent exhaust gasket leaks.
A significant difference between the Ford exhaust manifold and that of BD Diesel is the fact that Ford is using stainless steel. While this holds appeal in the eyes of the customer because it won’t rust, stainless steel also expands more than cast iron does when exposed to high temperatures. The result? As the manifold heats up and expands it increases the stress on the fasteners and will cause them to break even faster than the cast iron manifold!
Ford also does not provide longer studs with spacers, while BD does. The stud spacers increase the clamping length of the stud which allows the manifold to expand and contract more before breaking studs. The prevention of stud cracking is another way in which BD’s manifold design is superior.
With superior quality and performance at a comparable price to the OEM equivalent, the BD Diesel Ford F150 EcoBoost manifold remains the top choice for consumers.
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When the 6.4L Super Duty was introduced more than a decade ago, Ford owners were relieved to find out that for the first time since the IDI engine, the fuel system was built on a common rail design, putting it in line with the competition.
As time passed, however, certain problems became apparent, perhaps most notably was too much heat. The extremely high exhaust temperatures from the 6.4 L engine often caused warps and cracks in the manifold, causing the manifold to ultimately fail.
This damage to your manifold, of course, is bad. A broken manifold will lead to major performance issues such as a lack of power, a decrease in acceleration, misfiring and reduced fuel efficiency, as well as poor running overall. When your manifold fails initially, the performance decrease may be relatively minor, but if it is not addressed, it will only become more pronounced.
Fortunately, BD is here to help.
2008-2010 Ford 6.4L Power Stroke Manifold Set
This sturdy new manifold set is made to handle the excessive heat that the OE Ford manifold cannot. Made with heavy duty 0.25” thick-walled high-silicon ductile cast iron, BD’s 2008-2010 Super Duty 6.4 L Powerstroke exhaust manifolds are the upgrade you need, with the strength and durability that the OEM manifolds lack.
The manifold features gasket-matched ports specifically designed using computational fluid dynamics to maximize exhaust flow. Fuel efficiency is improved, while exhaust leak is eliminated.
The result of these design innovations is an exhaust manifold set that is a perfect replacement option for your vehicle, giving you the performance you seek along with drastically improved reliability that brings peace of mind.
The BD 6.4 L manifold set is also an easy upgrade for those who are installing a turbo or up-pipes, and it can be purchased in our 6.4 L Exhaust Manifold and Up-Pipe kit to provide you with a money-saving option.
Whether you have already had your factory manifold crack and fail, or you are looking to take preventative action, this manifold set is an investment in the betterment of your vehicle.
Product Overview
BD’s 2008-2010 Ford 6.4L Power Stroke manifold set offers you significantly improved reliability, meaning you can expect fewer repairs in the future. It is suitable for high-performance engines, allowing you to get peak performance from your upgrades.
Additional details:
Check out more details on this manifold set at Exhaust Manifold Kit Ford 6.4L Power Stroke 2008-2010 - 1041482 (bddiesel.com).
]]>Your up-pipe is the critical link between your engine and the turbocharger. Guiding hot exhaust gasses to the turbo, to be converted into boost. Unfortunately, with age and heat cycling, factory up-pipes may begin to experience failure, resulting in multiple issues, ranging from exhaust noise and soot buildup to slower turbo spool and leaking exhaust that could burn other components.
If you’ve been hearing excessive exhaust noise in your cabin, or if your turbo seems to take longer to spool, you may be experiencing pipe failure. Fortunately, there is a simple, cost-effective way of fixing this.
Stock up-pipes are not built with performance in mind. They are too narrow and can therefore be restrictive. When the exhaust gasses are unable to flow freely, they can’t generate the power necessary for your turbo to work. You want the pipes to be as high flowing as possible. When your exhaust gasses flow quickly, they can spin the turbine more efficiently.
BD offers you the 2008-2010 Ford 6.4L up-pipe with EGR, an upgraded alternative to the original up-pipes. Made with 304 stainless steel, the pipes are mandrel-bent and provide greater exhaust velocity and improved turbo response time by minimizing restriction to the turbo.
The BD up-pipes are durable, long-lasting replacements for the original, with internally shielded expansion bellows. They meet all emission requirements and are fully EGR compatible.
The kit includes the turbo, manifold, and EGR Gaskets, along with all new bolts and nuts for the installation. A solution for this common power stroke problem, the BD up-pipes make an excellent upgrade that can be taken care of during other engine or transmission repairs. They are also an excellent complementary product when you are replacing your turbo or exhaust manifold on your power stroke.
The pipes are also available in a kit with 6.4-litre power stroke manifolds.
If you had your factory up-pipe fail, the BD Diesel up-pipe is for you, but you don’t have to wait until something goes wrong before you take action. The BD Diesel up-pipe can be installed as a preventative measure, saving you time, worry, and potential expense.
When you want maximum performance, don’t let your lightweight, leak-prone stock up-pipes stand in your way.
Click Here to learn more.
Has your CP4 failed yet? Looking for a simple, drop-in solution that can keep your Duramax going?
Then it’s time to check out the Venom Fuel Lift Pump for your 2001 to 2010 Duramax.
Truthfully, your vehicle should have left the factory with a fuel lift pump already installed, as the lack of one inhibits engine performance. Fortunately, you can now upgrade with the BD Venom Fuel Lift Pump.
No matter how hard you push your vehicle—a little or a lot—it can only do its job properly when it receives a steady supply of clean fuel. Your truck’s CP3 or CP4 pulls the fuel from the tank, almost like a vacuum. This vacuum and lack of fuel causes loss of lube to the CP4, and this is why it fails. When the demand for fuel rises, or worse, if you have a bad tank of diesel that clogs the filter, you’ve got a problem.
The Venom Fuel Lift Pump comes with two filters to ensure that your vehicle gets a steady flow of clean diesel, providing your high-pressure fuel pump with all the fuel it requires.
The Venom Fuel Lift Pump uses a new large fuel pressure diaphragm and ball bearing rotating assembly to provide a constant 10 PSI. It solves many fuel priming issues, but most of all, it protects the CP4 on your late model truck from experiencing a major failure.
Using a rigid mounting bracket, the Venom Fuel Lift Pump bolts directly to the pump, rather than mounting to the motor, and although it is designed to provide fuel flow for more than 900 horsepower, it remains compact enough to remain unnoticed on your vehicle. The included vibration isolators keep it surprisingly quiet.
Every kit includes a commonly sourced 3-micron fuel filter and a 20-micron water separator. Because replacements are readily available in your favourite local shops, you won’t ever have difficulty finding a replacement when you need one.
Everything you need for a quick and easy installation is included. With no cutting, splicing, or drilling required, you can do the job yourself in your own driveway in a little over 2 hours.
The Venom Fuel Lift Pump for Duramax comes with a 24-month, 48,000-mile warranty and you can also register online to receive a limited lifetime warranty.
Keep your Duramax going with an easy-to-install Venom Fuel Lift Pump and avoid a loss of performance or worse, a catastrophic CP4 failure.
Check out the Venom Fuel Lift Pump for Duramax along with many other great products at VENOM FUEL LIFT PUMP C/W FILTER & SEPARATOR - GM DURAMAX 6.6L 2001-2010 - 1050322 (bddiesel.com)
]]>Over the past several years, the Ford EcoBoost has been growing in popularity. Starting in 2011, models of the Ford F-150 began using the 3.5L EcoBoost, providing it with power and improved fuel economy. Unfortunately there have been some issues, such as a design flaw of the OE manufacturer not using all the OE stud locations. This has resulted in warped exhaust manifolds and broken exhaust studs, as well as blown manifold gaskets.
Fine-grain cast iron is used to form the exhaust manifold. As with most metals, there is expansion and contraction during heating and cooling. This isn’t much of an issue at first. The manifold and mounting studs experience “elastic deformation,” which means that although there is deformation due to intense heat, the metal will return to its original form as it cools, much like a rubber band can be stretched but will return to normal size when released.
However, after running under load on a regular basis, the metal has been through countless cycles of extreme heating and cooling. Each cycle places stress upon the studs that hold the manifold in place. Sometimes these heat cycles can be greater than the OE intended, which leads to greater tension forces that ultimately go beyond the limits of elasticity, reaching a state known as “plastic deformation.”
At this point, the metal has expanded past the ability to regain its original form, warping it and leaving it with altered dimensions. The bolts, too, will have stretched beyond their capacity, resulting in their failure.
If you are replacing or upgrading your manifold, or if you have experienced exhaust leaks due to a warped manifold or broken manifold studs, BD has a solution for you, with a manifold design that uses all 11 stud locations, includes longer studs and improves exhaust flow and durability. This is the manifold as it should have come from the factory, with thicker-walled high silicon ductile iron that is resistant to warping from intense heat.
Each kit comes with 22 exhaust spacers and 22 class 8.8 studs designed to provide even greater thermal durability. Installation can be made even easier with the addition of the optional Turbo Install Kit.
Don’t risk the engine performance issues that come with a warped manifold, causing a decrease in power, acceleration, and fuel efficiency. With the BD manifold, you can avoid warping broken exhaust studs and a blown manifold gasket. Click Here For more information
]]>Technology is constantly moving forward, and when changes are introduced, they are meant to be improvements. Every now and then, however, going back is a good idea. A perfect example can be found with the Bosch CP3 being replaced with the CP4. Now, Dodge is recalling their CP4s.
What is the issue with the CP4 and what options are there for those with a CP4 on their 2019 and 2020 Cummins engine?
Up until 2019, the common rail Cummins engine came equipped with the Bosch CP3, at which point Cummins replaced it with the CP4. While changes are generally intended to be upgrades, this was anything but. In fact, switching to the CP4 resulted in numerous pump failures and considerable damage to the entire fuel system. The result? Tens of thousands of dollars in repair costs and an urgent plea for a reversal of course.
For everyone with a CP4 wanting to go back to CP3 – which should be everyone – BD Diesel offers the CP3 conversion kit for the 2019 and 2020 model year Cummins.
What went wrong with the CP4?
The CP4’s aluminum body is 25% smaller than the CP3. It is quite fragile, and when it implodes, metal filings are released, which are then pumped through the entire fuel system of the vehicle. This results in the failure of not only the pump but also the injectors and every fuel line of the truck. Owners are then faced with the expense of cleaning the tank and then replacing every hose or line, the injectors and, naturally, the pump.
While that is clearly a major problem on its own, there are additional performance problems. As mentioned above, the CP4 pump is 25% smaller than the CP3. To compensate for this, Cummins adjusted the drive ratio on the gear, cranking it up and overdriving the pump slightly to keep pace with the engine in stock form.
The BD Diesel install kit puts that overdrive to good use, allowing you to put in a CP3 pump while taking advantage of the overdrive of the gear ratio. The result is enough fuel to accommodate any and all performance or aftermarket accessories installed on your truck.
UPDATE: Chrysler is now offering potential reimbursement for these failures. Apply here: https://www.chrysler.com/webselfservice/fcanorth/VinInputForm.jsp?fbclid=IwAR0_Ip5GtP0NINFR0idd29fXtVxQ3vJkMEx4GHobnuZz4dqhmelKM72uTqo#
Using the kit, you can replace the problematic CP4. Three options exist, allowing you to choose from an install kit with no pump, a complete kit that comes with a CP3 pump, or get it as an R900 series performance stroker CP3 pump that provides increased fueling.
As a bonus, the kit makes it simple for you by requiring no tuning. Simply drop it into your truck and you’ll be good to go with your concerns over the CP4 behind you.
If you are debating whether this is truly enough of an issue to warrant your concern, simply keep in mind that the CP4 pump on the Cummins has proven a significant enough problem for the 2021 model year that Cummins themselves have gone back to using the CP3 pump.
Don’t let your truck suffer weak performance, or worse, tens of thousands of dollars in repairs from a known issue that can be avoided. Install the BD Diesel CP3 conversion kit and put the worry – and the CP4 – behind you.
Click Here for more information
When you are looking for the best possible performance, you want every edge you can get.
For as long as people have perceived limits, they have looked for ways to get around or surpass them and when it comes to performance vehicles, it’s no different. Your Cummins engine already has a reputation for longevity, durability, and the ability to produce tremendous power and high torque, but when you’re looking to maximize the performance of your 03 to 07 Cummins, you want to eliminate any restrictions that create artificial limits.
When upgrading Cummins turbo diesel engines for use in competition, you will typically encounter flow restriction from the factory intake horn and grid heater. Given that optimal flow is integral to high performance, finding a way to increase it can help to maximize the power of your turbo. This is where the latest performance upgrade kit from BD Diesel comes in.
Diesel Army has given a great overview of the new intake here: https://www.dieselarmy.com/news/5-9l-cummins-side-draft-manifolds-that-require-no-machining/ with plans for an install article coming soon!
Sure to be a hot item for those focused on competition, this kit for 5.9 litre Cummins engines is unlike any other intake system. It removes the grid heater and grid plate restriction, without needing to machine the factory cylinder head. Because of the unique design, the kit necessitates some additional parts, which come included. You will, however, need a fuel rail (sold separately).
With the removal of the grid plate, the intake is attached directly to the cylinder head plenum. The benefit of the large plenum design is a much greater flow distribution, significantly increasing flow across all cylinders. It also reduces system pressure drop by lowering the amount of pressure dropped through the intake system. This design is perfect for supporting and feeding high-performance turbos.
- A unique, large plenum design that feed the entire grid plate area and creates a better flow distribution to all cylinders
- Conceived and built to support high-performance turbos
- Maximized flow with reduced pressure drop through the intake system
- Smooth plenum expansion creating signature inline-6 performance
- Ports for the manifold pressure sensor and two additional ports for either boost reference or injectables
- Upgrade kit is designed to work with Dual CP3 kits.
This BD Competition Series intake kit includes the charge pipe, CCV relocation hose, required extension harnesses, as well as new fuel pipes. All that you will need is a 6.7 litre Cummins fuel rail to begin installation.
Offering unparalleled airflow without the need to modify the factory head, the Competition Intake Manifold will give you the extra boost in performance that your vehicle needs to start breaking limits.
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While not exceedingly common, the issue of runaway diesel engines poses a significant risk due to the potential for engine damage, safety hazards, and operational downtime. In severe cases, a runaway engine can lead to catastrophic engine failure, posing safety risks to operators and bystanders. It is particularly prevalent in older engines or those not adequately maintained. The severity of the situation necessitates a clear understanding of the causes, signs, and preventive measures, which is vital for operators and mechanics working with diesel engines. This guide provides a comprehensive overview of runaway diesel engines, their causes, and practical solutions to mitigate their associated risks.
Before delving into the specifics of runaway diesel engines, it's essential to understand the basic principles and key components of a diesel engine, which differ significantly from their petrol counterparts.
Understanding these principles and components is crucial for diagnosing issues related to a runaway diesel engine, as the failure of these components can often lead to such scenarios.
A runaway diesel engine is a dangerous condition where it uncontrollably speeds up, exceeding its design limits, and ignores standard commands to shut down. This runaway situation is unique to diesel engines due to their distinct operating principles.
Understanding a runaway diesel engine's mechanics is crucial, as this condition can lead to significant engine damage, pose safety risks, and result in operational downtime. Recognizing the causes and symptoms of such a situation is essential for timely intervention and prevention.
Various factors can cause runaway diesel engines, each leading to the uncontrolled acceleration of the engine. Understanding these causes is key to preventing and addressing runaway situations.
Each of these causes can lead to a runaway diesel engine, independently or in combination. Recognizing and addressing these issues is crucial in preventing this dangerous situation. Regular maintenance, inspection, and prompt repairs of identified issues are key strategies in mitigating the risk of runaway engines.
Identifying a runaway diesel engine early is crucial for safety and to minimize potential damage. Several key signs can indicate an engine is in the process of running away:
Recognizing these signs early is essential in quickly controlling the situation and minimizing potential damage. Operators and maintenance personnel should be trained to identify these symptoms and know the immediate steps to take if they suspect an engine is running away.
In a diesel engine runaway, immediate action is crucial to minimize damage and ensure safety. Here are the steps to take:
Remember, the key is to act swiftly but safely. The main objective is to starve the engine of air to stop the combustion process. However, personal safety and the safety of those around should always be the top priority.
Implementing long-term solutions and regular maintenance routines is essential to prevent runaway diesel engine scenarios and ensure the longevity and reliability of diesel engines. Key areas to focus on include:
Implementing these long-term solutions and adhering to a regular maintenance schedule are vital in mitigating the risks associated with runaway diesel engines. Not only do these steps help in preventing runaways, but they also contribute to the overall health and efficiency of the diesel engine.
Preventing a runaway diesel engine situation largely depends on proactive and consistent maintenance. Here are some key preventative measures:
These preventative measures can significantly reduce the risk of experiencing a runaway diesel engine. Regular and thorough maintenance not only ensures the longevity and efficient performance of the engine but also plays a crucial role in ensuring safety.
Understanding and addressing the phenomenon of runaway diesel engines is crucial for ensuring diesel-powered machinery's safety, reliability, and longevity. Key points to remember include:
In conclusion, while a runaway diesel engine is a serious concern, understanding its causes, signs, and the necessary preventative measures can greatly reduce the risks. Regular and meticulous maintenance and prompt attention to any irregularities in engine performance are key to preventing runaway scenarios and ensuring the safe operation of diesel engines.
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