I
beg to differ, it is quite simple remove the emissions systems from most diesel pickups, it's not particularly difficult, just reprogram the computer; keep in mind, I do not work with heavy equipment & cannot comment there. It's also not difficult to understand why an entity would pay money to void their manufacturers warranty completely, because simply, Chrysler nor Cummins wouldn't warranty anything anyway. Might as well make your vehicles efficient & actually reliable, especially when you have a thousand or so running around the country.
I'm referring to pre-Tier 4 engines. The Tier 4 compliant engines aren't easy to disable, especially the DEF and Catalytic (DPF) convertor/soot trap engines because the engine controls interface with the emissions controls. I can comment. I'm glad in a way that the soot trap convertor thing is gone. Replacing the element and cleaning it constitutes a 20 grand machine and the residue is hazardous waste to boot and if you don't change the filter/element, it pushes the cannister apart and you replace the whole cannister and it ain't cheap.
Most of our Dodge trucks where so poorly designed that they maintained their
own maintenance intervals. First it was rear ends, constantly, some tranny issues on the diesels. But the biggest was new front ends every 20k-30k miles, just like clockwork, every truck. The newer ones are holding up better, so far.
The DEF system is working much better as we can actually idle our vehicles without going into limp mode & hobbling back to town at 20-25mph with a plugged DPF. They also get a LOT better fuel mileage.
Mileage is relative. Comparing pre emissions diesels to post emissions is like comparing a silk purse to a sows ear. The DEF engine will still derate if the electronics sense a malfunction in the emissions system.
Ah, the good ole 7.3 back when diesels still made noise
one of the better engines ever made. I see yours is the pre-intercooler model. The 4R-100 tranny wasn't exactly known for it's holding power either
I don't have a 4R. I have a built by SVO, Dearborn E4-OD. It has everything that could be put in, put in plus a huge sump pan and 2 Hayden Trans coolers. Mine is fully modified with everything Banks makes, new turbo, air-to-air high capacity injection pump turbo delete pedestal, full K&N Cold air intake plus the trans and engine is chipped, not radically, just a little to the tune of 375 RWHP on our dyno at work. I get 22 empty and 17 pulling the gooseneck. I have a Detroit Tru-Track out back and an ARB up front and it will incenerate the tires no problem, just not my thing. I built it to pull loads. It's 7 over stock with a shackle reversal up front and all the suspension pivots ride on greasable roller bearings. Everyone around here wants to buy it. It's never seen snow and has just 89,000 miles on the clock. It's a Lariat 4 door long bed. Not for sale, I can't afford a new one.
I'm nearly 3yrs into a 6.7L SuperDuty I ran the 6.0 Navistar for 4yrs before that (gotta love torque-to-yield head studs)
. So far so good, I don't refill my DPF tank nearly as often as I originally thought & it's pretty dern cheap. Mileage is getting better as the mileage increases (thank god) & she's treating me well.
Some of my cohorts were running the first version of DEF operated Duramax' & had some issues with the DEF tank freezing & breaking the sensor off. The truck won't move it that happens; you know it's a good day when your brand new truck gets towed out of your driveway!
32% urea (DEF) freezes to a slush at 32 degrees. All the DEF systems are supposed to back purge the associated plumbing of DEF on shutdown and engine coolant is circulated through the tank to warm the DEF to liquid asap. The electronics aren't supposed to allow DEF injection until the DEF reaches a pre-set temperature, usually 45 degrees. Thats why when you shut your truck off, you hear interesting sounds. It's the purge pump evacuating the supply lines.
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