Ford 6.7 Dpf Filter Replacement? The 127 Latest Answer

7.3L vs 6.7L: Which Power Stroke Is Really Better?

February 26, 2019

Story by Mike McGlothlin

This one should be interesting! After we’ve compared the 7.3L to the 6.0L, the 6.0L to the 6.4L, and even the 6.4L to the 6.7L Power Stroke, it’s time to review the two most valued Power Strokes ever built. playing against each other: the 7.3L vs. the 6.7L. With a reputation that precedes it, the 7.3L has long been known as an engine that will run forever. But let’s face it; The 7.3L, while perfectly reliable, was loud, sluggish and underpowered – especially by today’s standards. Enter the 6.7-liter Power Stroke with CGI block, four-valve aluminum heads, common rail fuel injection, variable geometry turbocharger and air-to-water intercooler. It’s powerful, responsive and has also proven to be more reliable than its 6.4-litre and 6.0-litre predecessors. However, first generation turbo issues and emissions-related issues are a source of common complaints.

For those not looking for a new (or new) truck, the 6.7-litre truck is a much more expensive way to own a diesel-powered Ford. While the 6.7L Power Stroke can circle the 7.3L with or without a trailer in tow, the 7.3L still enjoys a loyal following. If you’re on a budget, don’t need to tow 15,000 pounds or more on a regular basis, and don’t mind the rattle of an old-school diesel, the 7.3-litre is your workhorse. If you have money in the bank and need to move mountains, the 6.7 liter engine is most likely a better option for you. Follow us as we point out the key differences in these radically different engines. From the type of metallurgy they are built from, to the opposing turbo and injection technologies they use, to why each version performs/works so well in the diesel truck segment.

If that doesn’t satisfy your Ford diesel sweet tooth, check out the individual history lessons we’ve compiled for the 7.3-litre and 6.7-litre engines.

Let’s compare the hard facts

7.3L Specifications 6.7L Specifications Production: 1994.5-2003 2011-Present Displacement: 444ci 406ci Bore: 4.11in 3.90in Stroke: 4.18in 4.25in Block: Cast iron Deep rim, compacted graphite iron (CGI) Rods: Forged-steel (‘94.5-’01), powder metal (’01-’03) powder metal Pistons: Cast aluminum Cast aluminum Heads: Cast iron with six cap screws per cylinder (pitched) Cast aluminum, Reverse flow with six 12mm cap screws per cylinder (with split) Compression ratio: 17.5:1 16.2:1 Valve train: Overhead valve, two valves per cylinder, hydraulic lifters Overhead valve, four valves, four rocker arms and four pushrods per cylinder Injection System: Hydraulic-Electric Injection Unit (HEUI) Bosch high-pressure common rail Emissions: Catalyst Exhaust Gas Recirculation (EGR), Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF), Selective Catalytic Reduction (SCR) Factory output: 210 hp at 3,000 rpm ( ‘94.5) up to 275 hp at 2,800 rpm (’01-’03) 390 hp at 2800 rpm (i first start) up to 450 hp at 2800 rpm (’18+) Factory Torque: 425 lb-ft at 2000 rpm (‘94.5) up to 525 lb-ft at 1,600 rpm (’01-’03) 735 lb-ft at 1,600 rpm (’01-’03 first launch) to 935 lb-ft at 1,800 rpm (’18+)

Power Stroke Patriarch vs. State-of-the-Art Powerhouse

The old man and the new kid on the block. Designed, tested and manufactured at different times in history (and under different testing parameters), the 7.3L and 6.7L are two entirely different power strokes. The 7.3L was cast iron block based and built at Navistar’s Indianapolis, Indiana engine plant, while the 6.7L’s crankcase is made of compacted graphite iron (a much stronger yet lighter cast material) and assembled at Ford’s Chihuahua, Mexico plant (about 250 miles south of El Paso, Texas). The 6.7L uses cross-bolted main bearing caps, each with six fasteners, while the 7.3L uses a four-bolt main bearing with no cross-bolts.

Cast iron two-valve heads vs. cast aluminum four-valve heads with reverse flow

Cast-iron, two-valve cylinder heads with six cap bolts per cylinder held the top end of the 7.3-liter engine simply and reliably (left). However, the counterflow cylinder heads made for the 6.7L (right) were a first for the diesel pickup segment. Its cast aluminum heads bring airflow through the valve covers and expel exhaust into manifolds located in the lifter valley. This keeps turbo efficiency high (namely, throttle response) and engine compartment heat low. They are attached to the 6.7L’s CGI block via six 12mm diameter cap screws per cylinder. In addition, the 6.7-liter heads not only have four valves per cylinder, but also four rocker arms and four pushrods (no valve bridges). As you can imagine, they comfortably exhaust the 7.3-liter heads on the intake side.

emissions

Emissions components are one area where the 7.3L definitely shines above the 6.7L – largely due to its lack of. Born in a time when today’s stringent EPA standards weren’t even on the table (and NOx was measured in grams per mile rather than milligrams), all that was required for the 7.3-litre engine was to be emissions compliant, the use of a catalytic converter. However, 2010 is a long way from 1994 in terms of emissions standards – and the 6.7-litre Power Stroke engine had what it takes to meet the NOx and particulate matter requirements that were introduced between 2007 and 2010. This includes the use of Exhaust Gas Recirculation (EGR), a Diesel Oxidation Catalyst (DOC), Diesel Particulate Filter (DPF, shown above) and Selective Catalytic Reduction (SCR), which calls for the use of Diesel Exhaust Fluid (DEF) to curb NOx emissions, the EGR system can Not. All of the above components add complexity and work in extremely harsh environments. Needless to say, most of the 6.7-liter Power Stroke’s problems (typically at higher miles) are related to emissions.

HPOP (7.3L)

The only complex area of ​​the 7.3L is in its HEUI (Hydraulic Electric Unit Injector) system, an injection system that depends on highly pressurized engine oil to actuate the fuel side of the injectors. Instead of a fuel injection pump, the 7.3L uses a high pressure oil pump (HPOP). The HPOP is responsible for creating the amount of oil volume required by the HEUI system, while the Injection Pressure Regulator (IPR) on the back of the HPOP pressurizes the oil in the rails between 500psi and 3,000psi. The HPOP is not matched to the crankshaft or the camshaft. Unlike the 6.7L’s fuel injection pump, the 7.3L’s HPOP is extremely reliable and rarely self-destructs in the event of a failure. However, the HEUI system itself is exceptionally harsh on the engine oil, with a 3,000 mile change interval recommended by most end users.

CP4.2 (6.7L)

No HEUI here, just diesel fuel. The 6.7L Power Stroke uses modern common rail technology and at the heart of the system is a high-pressure Bosch CP4.2 fuel pump. Capable of generating injection pressures of up to 30,000psi in the 6.7 liter application, the dual piston pump is extremely efficient. However, unlike the 7.3L, the CP4.2 must be timed with the crankshaft and camshaft and is more prone to malfunction (usually in the case of ventilation or contaminated fuel). When the CP4.2 expires, it has been known to implode and send metal fragments into the injectors and back to the fuel tank, and repairs can cost as much as $10,000.

HEUI injector (7.3L)

The HEUI injector used in the 7.3L is enormous and takes high pressure oil (from the oil rails integrated into the 7.3L’s cylinder heads) through its poppet valve near the top of the injector body. Low pressure diesel fuel is delivered to the fuel injector fuel inlet (bottom of housing) by the lift pump, which maintains 45 to 65 psi depending on the application (mechanical vs. electric lift pump). Then through a process of pressure multiplication (wherein the intensifier piston on the oil side of the injector is 7.1 times larger than the surface area of ​​the piston) the high pressure oil pressure is effectively increased from 3,000 psi (oil side) to 21,000-plus psi at the injector (fuel side, im Cylinder). Available in either single shot (‘94.5-’97) or split shot (’99-’03) configurations, the 7.3L fuel injectors are the main reason this engine is so noisy.

Piezoelectric common rail injector (6.7L)

The 8-hole Bosch piezoelectric common rail injectors in the 6.7-liter Power Stroke engine fire with fuel alone and can carry out up to five injection events per combustion event. Compared to the 7.3L, the dual-pilot event capability of the piezo injectors makes it different in the noise department day and night. They are also capable of delivering significantly more fuel volume into the cylinder at a much faster injection rate. The precision of the pre-, main- and post-injection ensures significantly quieter operation, significantly more power and cleaner fine dust emissions.

7.3L Turbo: Fixed Geometry Garrett

A fixed geometry sleeve bearing turbocharger with a 60mm compressor wheel (inducer) and a 70mm turbine wheel (exducer) was found on all 7.3L Power Strokes. However, a non-wastegate Garrett TP38 with a 1.15 A/R muffler and split T4 turbine inlet flange was used on ‘94.5-’97 engines found in the F-Series trucks, while a wastegate version of the TP38 equipped with a V-band style split turbine inlet flange and a .84 A/R exhaust case were fitted to early ’99 mills. Starting in ‘99.5, it used the updated GTP38, which featured a card-width expansion groove, larger wastegate, and 1.0 A/R exhaust body. Overvoltage issues are common on ’99-’03 turbochargers, which is due to a different compressor wheel than the ‘94.5-’97 turbo (and simply swapping the wheel from the old turbo for the new one will resolve the surge). problem), but any turbo is known to be reliable up to about 35psi of boost pressure.

2011-2014 6.7L Turbo: Garrett GT32 SST with variable geometry

While three subtly different turbochargers were found aboard the 7.3L, two distinctly different turbos have graced the 6.7L Power Stroke. The first generation (’11-’14) engines featured the troublesome Garrett GT32 SST, dual compressor wheel, dual ball bearing and variable geometry wastegate turbo. The compressor wheel inducers were only 46mm and the turbine wheel exducer was comparatively smaller than other wheels used in similar applications (e.g. Duramax and Cummins) which restricted flow at high speeds. Its restrictive nature often results in shaft speeds in excess of 150,000 rpm, culminating in overspeed. Thanks to the factory programming of the 6R140 transmission, dragging the engine in sixth gear with the converter locked can result in significant compressor surge.

Bigger and Better VGT (6.7L ’15-later)

Ford stuck with Garrett but moved away from the restrictive, problematic GT32 SST and switched to a GT37-based charger for ’15 model year 6.7L Power Strokes and hasn’t looked back. While some of the off-idle boost was taken away by the restrictive GT32’s torque abundance, the GT37 variant is still a more responsive VGT, but its single 61mm compressor wheel (inducer) and larger turbine allow for significantly more airflow at high speeds . Not surprisingly, many ’11-’14 Super Duty owners switch to the ’15-newer turbo system once their GT32 SST bites the dust. When comparing the performance of the fixed geometry turbo onboard the 7.3-litre Power Stroke engine to the VGT units of the 6.7-litre engine, there’s little good to say. The VGTs are more responsive at any engine speed, provide more torque at low revs and also benefit from both oil and coolant circulating through the midsection.

Air-to-air intercooler (’99-’03 7.3L) vs. air-to-water intercooler (6.7L)

Building on the efficiency of the 6.7L’s VGTs, the 6.7L’s air-to-water intercooler offers unrivaled charge air cooling. A first for the diesel truck segment, Ford’s air-to-water unit uses coolant from the engine’s secondary cooling system to keep the intake charge tight and EGT under control – and it works very well. In comparison, the early 7.3L Power Stroke was not equipped with an intercooler (‘94.5-’97), while the ’99-’03 engines were equipped with a conventional air-to-air unit. Before you even think about how much more efficient it is, the space saving under the hood alone makes the 6.7-litre engine’s air-to-water intercooler the clear winner in our book.

Reliability over long kilometers (7.3 l)

With regular maintenance, the 7.3L can easily outlast its B50 lifespan of 350,000 miles, and we’ve seen countless trucks with more than 400,000 miles on the odometer. Minor bells and whistles like a camshaft position sensor failure, a defective exhaust back pressure valve (EBP), burned UVCH wiring harnesses, or leaking up-pipes are common, but catastrophic engine failure is exceedingly rare. Unlike its 6.0-litre successor, which also used HEUI injection (albeit a different version from a different supplier), the 7.3-litre engine’s HPOP and injectors hold up exceptionally well as long as you run them regularly Do maintainances. The injector overhaul is forecast at 200,000 miles, but we’ve seen twice that on dozens of trucks.

Reliability over long kilometers (6.7 l)

After years of production, the 6.7-liter Power Stroke has proven it can surpass the 200,000-mile mark with just a few repairs. Provided you follow Ford’s recommended service intervals, there’s no reason this engine won’t do 300,000 or even 400,000 miles. It is particularly important to ensure that the CP4.2 high pressure fuel pump is always seeing quality fuel that is as free of air and contaminants as possible and that both fuel filters are changed at or before the recommended interval. The biggest obstacle in the pursuit of high kilometers for a 6.7-liter owner is failures related to the exhaust system. EGR valves, EGR coolers, DPF and/or SCR systems, and the various sensors in emission control systems can all lead to forced repairs, ranging from minor to catastrophic. As with the 7.3L, there are countless stories of this engine proven in harsh environments such as the Texas oil fields, overland hotshotters and along the pipelines of North America.

Every day we receive emails, phone calls and live chats with customers who want to de-carbonise their trucks. All of these customers have the same problem – repetitive, costly repairs to their vehicles, and they’re fed up with it. I really sympathize with them; Many of these people have had terrible experiences and are just looking for a solution. Before we delve deeper into the weed, however, we need to first dispel a few myths that we often encounter.

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Myth #1 – Deleting or tuning a truck is legal

There’s no way around it; It is 100% illegal to tamper with or modify your truck’s emissions system in any way. It is not state or local law (although there are such), but federal law. When we mention this, the first thing customers say is “it’s for off-highway use only” or “it’s for tractor pulls”. They have the idea in their heads that they can use it to bypass all the laws, and that’s hardly the case.

Yes, you can legally have your emissions system removed from your vehicle, but it requires recertification by the manufacturer and the issuance of a new emissions sticker and certification.

Yes, you can legally have your emissions system removed from your vehicle, but it requires recertification by the manufacturer and the issuance of a new emissions sticker and certification. You can’t just sign a piece of paper and announce that you’ve re-certified your engine. You would have to go through the costly process of having your engine re-certified by the original equipment manufacturer.

Myth #2 – There are no EPA police

Technically, that’s true. However, any state or local official can upload a federal emissions law. This myth is analogous to someone saying, “There are no IRS police,” yet the IRS can seek and enforce laws from an office building thousands of miles away. The level of testing and maintenance varies by state and county.

Myth #3 – The EPA doesn’t care about the little guys

Another common misconception among customers is that the EPA is not after small businesses. For reference, the EPA provides a list, by year, of each individual resolution brought against the Vehicle Clean Air Act. You will find cases ranging from tuning equipment vendors being billed over $4 million to a single owner performing a DPF clear on a vehicle.

If you think you are “too small” to be caught or cared for, we can assure you, you are not. It only takes one employee or service provider to report the matter and you’ll be in hot water very quickly. The cases can also be civil and criminal if the removal/tuning has been done often enough or to a sufficient extent.

Fines can quickly get out of hand, as the EPA has the power to impose civil penalties ranging from $37,500 per day for major issues and up to $7,500 per day for minor ones.

Myth #4 – Only California cares about emissions

We regularly receive calls from county and state agencies looking for a software solution to detect emissions tampering on commercial trucks. We don’t have an answer, but I can promise you someone is working on one today. It’s a huge market out there for a product like this. The reason for this is that the fines are so high that a government agency could literally pay tens of thousands of dollars a month for this software and still get money out in advance.

California isn’t the only state. Texas has numerous counties that now require emissions testing for commercial trucks, and states like Minnesota are getting in on the action along with New York. If there is money in the form of fines, they will find a way to collect it!

Myth #5 – Clearing my emissions will solve all my problems

This one isn’t even close to reality. Your first challenge is finding a competent “tuner” to help you, and in our experience there are less competent ones on the market. Honestly, the really excellent tuners know what they are doing and do not advertise. Those who do advertising are usually at the bottom of the totem pole in terms of technical knowledge and skill. They often just copy one ECM program to another without really looking at all the details.

So what does that mean? This means that if you let a bad tuner work on your engine you will be in for serious trouble. It can range from anything from poor engine performance to an engine failure throwing a rod through the block. For example, with the PACCAR MX engine, you will find that inexperienced tuners will erase the EGR. However, EGR cools the combustion chamber. When the EGR is out it will cause your head to crack and now you have a much bigger problem on your hands. These modern engines are designed to work in unison with all components and once you start changing one thing it can lead to more serious problems. If you think it’s just MX engines, here’s a user from Facebook whose ISX got deleted:

Aside from these myths, there are other considerations that you need to think about as well.

Find a shop that will help you

Once you’ve cleared your emissions, you’ll have a hard time finding a franchise dealer to help you. They don’t want to be held liable for working on remote emission devices and they have no way of guaranteeing the work. This means you are now on your own to find a qualified independent entity to work with you. As most of you know, even if the engine problem you are having is unrelated to your adjustment or deletion, these can be difficult to see on the open road at best.

Resale of your truck

If you ever think about selling or trading in your truck, you will most likely run into problems. If you sell it with the components removed, the person who buys or puts your vehicle on the market will have legal action against you. You made an illegal change and failed to notify the buyer; You open yourself up to legitimate (and expensive) matters. You will most likely need to restore all deleted components to their original configuration at your expense. Even if you take your truck to auction, you’re not off the hook, as the person below on a forum stated. You’ll often find law enforcement showing up at public auctions to make sure no shenanigans happen. Note:

summary

If you’re still dying to have your exhaust system cleared, we can give you a general overview of the process. Remember that Diesel Laptops does not condone, recommend, delete or tune your emissions systems. We do not sell or endorse emissions cancellation hardware or software.

The way the “economy” of emissions voting has gone is that there are two main methods. Option one is to save money and learn how to do it yourself. If you decide to go this route, you’d better have a better understanding of computer science and diesel engine operation, as it involves downloading ECM information to your laptop/computer, modifying the software, and moving it back. That’s what the real “tuners” do, and they’re subject matter experts.

However, these people are also aware of the above risks and are usually difficult to find. They make their money differently – they sell the “melodies” to repair shops. You know that guy who advertises on Facebook and Craigslist who makes a song for $1,000? The guy has no idea what he’s doing. It buys the tuning files from the real experts, tags them, pushes them onto your ECM, and then it’s gone from you forever.

So there you have everything we know about erasing and tuning your engine. Our advice is to stay away from it and work with a local knowledgeable repair shop that has access to proper diagnostic tools and repair information. If your engine is properly maintained and you can find a knowledgeable repair shop that will fix emission faults accurately, then you’re good to go. If you cannot find one, we recommend that you take our hands-on training course in post-treatment diagnostics.

The diesel particulate filter in your car will look a lot like a muffler, but you’ll find that it’s mounted much closer to the engine where it’s warmer. The engine heat helps the DPF heat up faster and then burn the soot particles much faster. If the DPF warning lights come on, you should try using a cleaner to clear any clogs first, as this is a much cheaper and less intrusive way to fix the problem.*

If that doesn’t work, you can replace the DPF and install a new one. If you want to keep replacement costs low, you can buy a new diesel particulate filter online or at a workshop and install it yourself at home to save on assembly costs. This is a step-by-step guide on how to replace your DPF if necessary.

Step 1 – Jack up your car

Park on a clear, level surface and use jack stands to raise all four wheels off the ground. The DPF is well under the car so you cannot reach it from the side of the vehicle. You must be directly under the center of the car to gain full access. You will spend a lot of time under the car so make sure it’s safe.

Step 2 – Locate the DPF

DPFs vary slightly in size, shape, and color, but generally consist of an enlarged section of the exhaust pipe and are located near the engine under the car.

Step 3 – Remove bolts and screws

Take a minute to study the exact location of the DPF so you know exactly where to put the new one. Photographing the DPF in position can be helpful as they will serve as a good reference point if you get stuck later. Remove any screws and bolts holding the DPF in place and keep them safely to one side. You will need them to install the new filter. You do not need to remove the filter from its heat shields as the new filter should come with its own heat shields. This makes it easier to remove as you should be able to just take it off in one piece.

Step 4 – Attach the new filter

Take a minute to consult the photos you took of the old DPF in position so you are familiar with the correct orientation of the filter and where all the bolts and screws should be. Fit the new DPF in exactly the same position as the old one, making sure to replace any nuts and bolts and any washers that came loose from the original filter.

Step 5 – Check if it is safe

Test with your hands to make sure you have tightened the DPF and that there are no leaks in the exhaust system. Even a slightly loose connection between different sections of pipe can cause major problems such as lack of pressure and increased fuel consumption. It’s really important to make sure all connections are as tight as possible.

Step 6 – Lower the car

Don’t forget to clear the area under the car of any tools you may have used when removing and replacing your DPF. Then lower the supports one by one so that the car is back on the ground.

Step 7 – Test your handwork

Drive your car for about 15 minutes, preferably on quiet, open roads where you can build up some speed, and wait for the DPF warning light to go off. If other warning lights come on, or if you notice anything about the car, turn off the engine and take the car to a garage or workshop as soon as possible to find out the problem. It could be that you accidentally moved something while working on the car. If the DPF warning light goes off and there are no other problems with the way the vehicle is driven, you can consider the replacement a success.

Step 8 – Maintenance

Remember to use DPF cleaners regularly to ensure that this new filter lasts much longer and works more efficiently than the last one. Otherwise, you might find yourself redoing the whole process much sooner than you had hoped.

All about exhaust

K-Line Industries, maker of specialty service tools for OEMs and OEM dealers, has released a portable cleaner for use on tractors equipped with a Diesel Particulate Filter (DPF) to control pollution. With the portable DPF cleaner, farmers can clean the DPF filter themselves to reduce the cost and transport time associated with taking it to their dealer for cleaning.

The portable cleaner uses forced air from an air compressor to clean the DPF, a technology used by OEMs to meet EPA mandated emission reductions for Tier 4 engines. The filter installed behind the engine collects ash and soot from the exhaust. Filters need to be cleaned to avoid clogging that can drag down the engine.

The portable cleaner can extend the life of the DPF filter and keep tractors running at peak efficiency, says Ryan Dokter, sales manager at K-Line Industries.

“This unit is unlike anything else on the market because it’s very portable, easy to use and affordable for many farmers,” says Ryan Dokter, sales manager at K-Line Industries. “This one costs about $10,000, so any decent-sized store can own one.”

According to Dokter, replacing a DPF filter can cost anywhere from $5,000 to $10,000, so it doesn’t take long to justify the cost. He says the DPFs found in most Tier 4 engines build up soot and ash during operation and lose their effectiveness.

Different OEMs recommend different service intervals. K-Line recommends farmers to clean the filter at least once a year as part of their preventative maintenance program to extend filter life and keep tractors running at peak efficiency.

The device cleans filters with a diameter of 6.6 inches to 15.7 inches. The cleaning unit sits on top of the DPF filter and red cylinder and uses forced air from a standard air compressor to capture and dispose of all ash.

For more information, contact K-Line Industries, Inc., Dept. FIN, 315 Garden Ave., Holland, MI 49424, 800-824-5546, or visit klineind.com.

DPF problems & our filter cleaning service If you are the proud owner of a modern diesel car, you are probably familiar with the diesel particulate filter (DPF) that is integrated into your exhaust. Its sole purpose is to drastically reduce emissions from your diesel vehicle to meet tighter emission standards. Did you know that the filter requires maintenance and failure to do so can cause catastrophic damage? If you’re the proud owner of a modern diesel car, you’re probably familiar with the diesel particulate filter (DPF) that’s built into your exhaust. Its sole purpose is to drastically reduce emissions from your diesel vehicle to meet tighter emission standards. Did you know that the filter requires maintenance and failure to do so can cause catastrophic damage? Click here to email us or call us on 0203 815 9441 for an instant quote on our DPF cleaning service Storage of soot produced by the exhaust. This soot is then burned at high temperatures in a process called regeneration, leaving behind as ash. There is one main objective of this device and that is to reduce the amount of particulate matter in the exhaust gases. We are all for environmental awareness! However, there are times when you may come across problems with the soot filter, a major problem being that it becomes clogged.

How does a DPF filter become clogged? If you think about it, like any other filter, there may come a time when it becomes clogged and needs to be emptied and cleaned. The filter is equipped with two processes for this scenario: passive and active regeneration. In summary, passive regeneration is when you drive on the freeway at a reasonably high speed for at least half an hour so that the temperature of the exhaust gas gets high enough to burn off the soot trapped in the filter. However, some people rarely drive long highway trips and mainly stick to short trips in urban areas, which is the usual cause of premature failures. Short journeys do not allow the diesel engine to run constantly and long enough to generate optimal temperatures in the exhaust gas. For this reason, active regeneration was developed. During this process, the engine control unit (ECU) detects that soot formation has reached the preset limit (which is approximately 45%) and then injects additional fuel to increase the exhaust gas temperature. This in turn urges the filter regeneration process to start and burn off the collected soot. After this procedure, the results of this regeneration allow the clogged filter to work efficiently again. For a more detailed explanation of what a diesel particulate filter is and the two regenerations, read our article: What is a DPF filter. If you find yourself in a situation where neither passive nor active regeneration seems to clear the blocked filter, you may have a bigger blockage than you thought.

What are the signs of a blocked DPF? The main and most obvious sign that you have a problem with the filtration system is when the DPF warning light comes on on your dash to warn you that it needs to be regenerated in order to clean itself. If the DPF light is accompanied by the engine management light, the situation may have already escalated into a more serious issue and needs to be diagnosed with a diagnostic scanner. The main and most obvious sign that you have a problem with the filtration system is when the DPF warning light comes on on your dash to warn you that it needs to be regenerated in order to clean itself. If the DPF light is accompanied by the engine management light, the situation may have already escalated into a more serious issue and needs to be diagnosed with a diagnostic scanner. Here are some other signs to look out for when troubleshooting a DPF issue: You will feel a loss of power in your engine (limp home mode).

The DPF light will appear on your dashboard.

Passive and active regeneration fail again and again.

A penetrating smell of diesel.

Automatic stop-start system does not work

Your car seems to be emitting excessive smoke.

An increase in the oil level.

You have noticed increased fuel consumption. If the scenario occurs where both passive and active regeneration fails, another light may illuminate on your dashboard to alert you to this fact and in this case you may require our dedicated DPF cleaning service. There are some short-term solutions to a clogged filter, including a process called forced regeneration or using chemical additives, but this won’t remove the ash, just the soot. Rather than wasting money on a very temporary fix, we recommend you consider our thorough DPF cleaning service, which will effectively remove soot and ash! With this cleaning service we ensure that only the latest advanced technology is used to clean your device to get it working efficiently again.

What does this DPF cleaning process consist of? With this service, you can guarantee that your exhaust filter will be restored to health and will operate to its full capacity in no time, unless it has suffered some kind of internal damage, in which case you may need to replace it. Don’t worry if replacement is required, we offer a bespoke DPF replacement service guaranteed to save you money! What does this cleaning process involve? 1) When you bring your vehicle in, we will first conduct a diagnostic session on the vehicle to create a log of all fault codes stored and active in the ECU. We then proceed to remove the filter from the exhaust. 2) Next, the inside of the filter is thoroughly inspected (by endoscopic inspection) to look for internal damage. In addition, some pictures are taken before the device is subjected to deep cleaning. 3) A back pressure test is then performed to check the severity of the clog. 4) Once the test is complete, the filter is placed in a high-tech cleaning machine and then subjected to a two-way cleaning with a water-based solution and a thorough drying process to ensure soot and ash are completely removed. 5) To confirm the successful results of the deep cleaning, another back pressure test is now performed. 6) Another interior inspection is carried out along with some more photos of the now clean interior of the filter unit. 7) The cleaning process performed on the device is certified and has a one-year guarantee. 8) The filter is then reinstalled on the vehicle. At this stage a diagnosis should be run and the relevant ECU reset.

The Ford DPF is a device designed to remove diesel particulate matter, or soot (black carbon particles) from the exhaust gas of a diesel engine. Sometimes it clogs and requires professional Ford DPF cleaning.

The DPF helps to ensure that diesel engines do not emit clouds of black smoke into our surroundings through the exhaust gases.

DPF cleaning – is it effective?

DPF is the abbreviation for Diesel Particulate Filter and is commonly used in vehicles with diesel engines to reduce the emission of black smoke. It is important to keep your diesel particulate filter clean because if it gets too dirty it can cause the engine to shut down.

Opinions differ widely as to whether cleaning the DPF is necessary or not. Some manufacturers recommend that you clean your DPF every 30,000 miles, while other manufacturers recommend cleaning it every 50,000 miles. The frequency of cleaning depends on how much your car is used and where you drive.

However, you can extend the life of your filter by doing a few things to make it last longer, such as:

Use quality fuel instead of inferior fuel. If you buy cheap fuel like diesel from gas stations, you might as well throw your money away. This is because low quality diesel has high water content and other contaminants that can damage your DPF filter. This is why using good quality fuel is very important, whether you drive your car or truck regularly or just try to start it every now and then.

Avoid prolonged idle times

Don’t tow your vehicle without a reason.

Follow the manufacturer’s recommendations for maintenance. This will greatly extend the life of your DPF and save you from the dreaded ‘Check Engine Light’ and potentially save you money.

Watch your engine’s oil level

Have your DPF cleaned every few years or as needed. If you don’t want to do an inspection yourself, have someone inspect your DPF filter and follow their recommendation to clean it immediately. DPF cleaning is something that can help you extend the life of your filter. You can have a company clean your DPF for around $300-$500. This can double or triple the life of your filter. Most cleaning companies advertise their ability to completely restore the filter to new condition. Most can clean your filter in under an hour. These companies may also provide other services related to diesel certification.

How does it work

The process of cleaning soot from the DPF is called regeneration. During this process, which requires the use of DPF cleaning equipment, raw diesel fuel is injected into the exhaust manifold to burn off the accumulated soot. The exhaust gas temperature reaches up to 1000 degrees Celsius or more to burn off all the accumulated soot. This cleaning process can go through several stages depending on how much soot has accumulated on the DPF. The full regeneration cycle can take anywhere from 10 minutes to several hours depending on engine load and exhaust gas temperature.

Benefits of DPF cleaning

If you have a diesel powered vehicle, you may be familiar with the benefits of a DPF cleaning. However, if you haven’t, here are some reasons why you might consider having your DPF cleaned. A clean DPF can:

#1. Improve fuel economy and reduce operating costs

Of course, the most obvious benefit of keeping the DPF clean is that you spend less on fuel. The EPA estimates that emissions from vehicles equipped with DPFs cost drivers $310 per year. When the DPF becomes clogged, vehicle emissions deteriorate, forcing the engine to work harder to expel those extra pollutants through the tailpipe. Keeping your DPF clean can also reduce your vehicle’s maintenance costs and potentially extend the life of your engine.

#2. Save money on maintenance costs

A clogged DPF can increase your maintenance costs as it prevents the engine from getting the full power it needs. You’ll likely need a lot more repairs and services to keep your vehicle running, which will cost you more money in the long run.

#3. save gas

You can also expect a reduction in greenhouse gas emissions emanating from your vehicle. This is because a clean DPF reduces soot build-up. Additionally, fewer emissions mean less wear and tear on your engine, which should help improve its life expectancy.

#4. Lower service costs

DPF cleaning is a relatively inexpensive service. So if your DPF is clogged, you should consider having it professionally cleaned. Not only does it potentially save you a trip to the workshop, but it can also reduce your annual maintenance and fuel costs. It has even been claimed that clearing a DPF can add up to 40% more miles per gallon.

The good news is that DPF cleaning is an option that many automotive technicians are familiar with and can easily handle. It usually involves a high pressure air wash and sometimes a chemical treatment to clean the DPF. Some DPF cleaning applications use liquid carbon soot products that are sprayed into the exhaust stream to break up and dissolve accumulated soot.

#5. Improved engine life

Unlike a traditional air filter, which is only designed to capture large particles, your diesel particulate filter (DPF) will capture very fine soot. Therefore, they can become clogged if not cleaned regularly. But not getting your DPF cleaned on time can also lead to increased fuel consumption and the need for an engine overhaul.

#6.Removes soot and deposits left behind by poor fuel economy

Have you ever noticed that your car is sluggish and doesn’t seem to drive as well as you know it? That’s because the DPF, or diesel particulate filter, is full of carbon. All that carbon acts as a heat sink, keeping the engine hotter than it should. The result? The engine works harder and has to burn more fuel just to run at normal temperatures. If this seems like a vicious circle, that’s because it is. This carbon begins to accumulate as soon as you start driving your car, but it gets worse each time you drive it under load. And since it’s not a resettable catalytic converter, it needs regular cleaning to keep your engine running smoothly again

#7.DPF cleaning helps with warranty claims

Your DPF can be a warranty case if it’s too clogged. If you’re in the market for a car, this might not be a problem. However, if you are the proud owner of a used car, this could be a real problem.

Final Thoughts

Is DPF cleaning effective?

Yes it is. If your car has a DPF, your truck or SUV has what is called a catalytic converter. This device works by ensuring that all the toxic fumes and noxious gases that come out of your exhaust pipe are cleaned and converted into less noxious fumes. It’s an investment because if you want to clean it, you have to hire a professional auto mechanic to come in and do the job.

Interesting article on the subject: “Gasoline is cheaper than diesel again in the UK”

All modern diesel vehicles come standard with diesel particulate filters (DPF) designed to reduce the dangerous emissions from these vehicles. While these filters do a valuable (and legal) job for diesel drivers, they can clog over time, seriously affecting your vehicle’s performance.

As manufacturers install DPFs in the exhaust systems of diesel vehicles, a clogged filter restricts airflow and eventually causes serious damage to your engine. Luckily many garages in the UK offer DPF cleaning which can improve the performance of your car engine and save you many problems in the future.

Symptoms of a clogged DPF

Loss of power in your car

Since a working DPF is essential for a working exhaust system, clogs can have secondary effects that cause your engine to run poorly. If your engine cannot easily bleed exhaust gases due to a clogged DPF, it will be difficult to drive, reducing your vehicle’s power output and acceleration in extreme cases.

Strange engine smell

Since clogged DPFs can block your entire exhaust, the fumes can build up and enter the car, leading to unpleasant odors and an increased risk of illness over time. The smell of exhaust fumes in your car is not only unpleasant for all vehicle occupants, but also a serious cause for concern and an important sign that your DPF is not working properly.

Your engine is more difficult to operate

Clogged DPFs cause increased pressure in your engine and exhaust system, which means your engine may be harder to run. In extreme cases you may not be able to start your engine, which could be for the best as it means you will need mechanical assistance or a UK DPF cleaning immediately.

Problems with your turbocharger

Since turbochargers increase the pressure in your engine above normal levels, blockages in your system can cause serious damage to the turbocharger. If you have a turbocharger and a clogged DPF, your engine can be under dangerous pressure, putting you at risk of gas and oil leaks.

Faster burning of fuel

When your DPF is clogged, your engine has to work harder to expel exhaust gases, reducing available power and increasing fuel economy. To bring your engine efficiency back to normal levels, you need to clean your DPF filter. So consider a DPF cleaning in the UK if you notice any of these symptoms.

How to avoid DPF problems

While it’s obvious that a blocked DPF is terrible news, you must be wondering how to avoid these problems and spot a blocked filter before it becomes a serious problem. Fortunately, modern DPF filters have active regeneration that allows them to clean themselves under certain conditions:

If you drive at high speeds for a long time (e.g. on the freeway) your exhaust will reach temperatures high enough to burn off some of the particulate matter build-up and you don’t have to lift a finger. Unfortunately, it’s not easy to use active regeneration on short journeys or when driving in the city centre, so in the UK you should still do a DPF cleaning from time to time to keep your diesel vehicle in good condition.

How does a clogged DPF damage the engine?

Blocked DPFs damage your engine’s delicate balance by preventing the normal venting of gases, which causes a variety of engine problems as discussed above. In addition to reduced performance and fuel efficiency, a clogged filter can eventually cause a dangerous mechanical malfunction and damage your engine.

Replacing the DPF filter

Even if you regularly use active regeneration and take your car for a DPF cleaning in the UK, your DPF will eventually wear out and break down and will need to be replaced. Unfortunately, diesel particulate filters don’t come cheap, fetching you an average of £1,000 to £2,000, although remanufactured DPFs are usually much cheaper.

What you should consider with the diesel particle filter

When replacing a DPF, you can save money by purchasing refurbished parts.

Driving at low speeds for short periods will shorten the life of your DPF.

It is illegal to drive a diesel vehicle without a DPF or to remove the DPF from your car.

Driving with a faulty DPF filter can damage your car engine.

Conclusion

All diesel vehicles in the UK are required by law to be fitted with a DPF and whilst a clogged DPF can cripple your car there are many ways to unblock or replace it. Keep in mind that your DPF filter will be clogged at one point or another. So keep active regeneration going for as long as possible and make sure you have the details of a place that offers DPF cleaning in the UK.

If the DPF cannot passively regenerate, the car’s onboard computer must take action to prevent the filter from clogging.

To ensure regeneration takes place, most manufacturers suggest that the car be driven at a steady speed in excess of 40 mph for periods in excess of 15 minutes every few hundred miles. This should clear the filter.

There are two types of regeneration: passive and active. Passive regeneration typically occurs at higher RPM when the engine is running at higher RPM.

When the computer detects that the filter is clogging, it increases the temperature of the exhaust gases to start the regeneration process, which then takes about 10 to 15 minutes. During this time, you will likely find that if your car has an engine stop-start system, it will be disabled.

However, if this process is interrupted too often (e.g. because you make a lot of short city trips and reach your destination before regeneration is complete), the DPF warning light will illuminate.

When this happens, the best thing you can do is immediately drive the car on an expressway or highway for 15 minutes continuously to give the DPF a chance to regenerate.

If you ignore the warning light and drive slowly in stop-and-go traffic, expect other warning lights to come on and eventually the car will go into limp mode to prevent further engine damage.

As we sneak into the colder months, many of us look forward to flaunting our winter cardigans, feasting on greasy foods and, dare we say, admiring quaint streets adorned with Christmas lights.

But other types of lighting, like a little yellow “engine fault” icon on our dashboards, can put the brakes on any festive spirit – especially when it’s showing that your diesel particulate filter (DPF) is clogged.

With that said let us share everything you need to know about your DPF including what it is, how to tell if it is blocked and more importantly how to fix it without breaking the bank.

What is a DPF filter?

A DPF is a diesel particulate filter designed to remove soot and other fine particles from exhaust gases.

When your vehicle reaches the optimal temperature, the soot particles are collected by the DPF and burned to automatically regenerate the filter.

However, DPFs have a limited capacity and depending on the age of your vehicle and your driving habits, they can quickly become clogged from a failed regeneration process.

What are the symptoms of a clogged DPF?

Okay, your “Engine Fault” light is on and your vehicle has gone into limp mode – but how can you tell if it’s due to a DPF failure?

Typically, a clogged DPF causes:

power loss

reduced fuel consumption

bad throttle response

excessive exhaust fumes

a hot and pungent smell from the engine

If your vehicle is exhibiting any of these symptoms, it’s best to have your DPF checked by a qualified mechanic before it gets worse.

At DPF Express Clean we use the latest diagnostic software to quickly identify and clear clogs, so your vehicle spends less time on the ramp and more time on the road.

What Causes a DPF to Block?

In most cases, a blockage results from short journeys where a diesel engine does not get a chance to reach its optimum operating temperature.

This forces unburned soot through the exhaust system where it eventually settles in the DPF.

It’s important to remember that diesel vehicles are designed for longer journeys and rely on reasonable run times to operate efficiently.

If you mainly drive a diesel vehicle on congested city routes or go to nearby shopping, you’d better switch to a gasoline or electric engine to avoid further engine damage.

Other common causes of a blocked DPF are:

sensor failure

Residues in the exhaust gas recirculation system

inferior fuel

age and mileage

defective injectors

split intercooler tubes and hoses

In any case, our DPF diagnostic software can determine the exact cause of your clogging by retrieving a trouble code from your vehicle’s electronic control unit (ECU).

How can I fix a clogged DPF?

There are three ways to overcome a clogged DPF: DPF regeneration, DPF replacement and DPF cleaning.

Let’s look at each option:

DPF Regeneration – A DPF regeneration is the straightforward process of driving your vehicle at above average revolutions per minute (RPM) for at least 30 minutes. This allows your vehicle to maintain optimal operating temperatures that help clear blockages.

If that fixes the problem, build similar trips into your week, even if it means taking the longer route from time to time.

Static DPF Regeneration – This is a process where your mechanic hooks your vehicle up to special diagnostic software and runs your engine at the required RPM until soot deposits are removed from your exhaust system. The process usually takes between 30 and 45 minutes.

DPF Cleaning – A preferred option for many diesel owners, DPF cleaning is the environmentally friendly process of removing up to 98% of soot and ash deposits using special dishwashers.

Here’s a little video we made to show you how it all works.

05:09 Aug 11 21

I’ve been using CEM’s products for over 5x years now on several diesel vehicles and petrol vehicles…too. The products are justifiably good in both diesel and gasoline engines. We use the FTC Decarbonizer and CRD additive in diesel engines and the Cleanpower additive in petrol engines. We also use the flushing oil concentrate for diesel and petrol engines before every oil change. Since using these products in diesel engines (Nissan, Mazda, SsangYong and Colorado) we have not had a single problem with injectors, HP fuel pumps or DPF filters in that time. We now use diesel in every new diesel we receive from new and couldn’t be happier with the results after over 750,000 km combined for all diesel vehicles. In fact, we only change the oil and oil filters and the fuel filters regularly and have not spent a single dollar on diesel engine components since using CEM products. We have also tested the effects on fuel consumption and we actually achieve almost 100 km more per tank of fuel on all vehicles using the diesel fuel additives. Smoke is ZERO, engine noise is like new as tested with a dB meter after several years and no clogged DPF which is almost unheard of these days. For the petrol engine all I can say is that it is a German high performance vehicle with initials MB. At 50,000 km this engine failed by blowing out 2 x pistons….nothing to do with CEM. The dealer who rebuilt the engine said that after disassembling the engine it was the cleanest internals he had ever seen on an engine in his 30 years as a mechanic. This can only be due to the use of the Cleanpower additive and flushing oil concentrate This engine is new. These products are really good and make a huge difference and I have absolutely no qualms recommending them to you if you are unfamiliar with them or have never used them before. I always sing their praises to everyone I meet who drives diesel vehicles and love the fact that CEM is Australian owned and makes such amazing products that work legitimately and make a huge difference to both diesel and petrol powered ones vehicles. YOU SHOULD TRY THEM – YOU WILL NOT BE DISAPPOINTED!! Continue reading

ford dpf

240 new entries

on offer

New listings for sale 198Used auctions

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These are the top 20 resources and retail deals I’ve found about Ford DPF. I created this page to highlight recently updated (and useful!) resources related to ford dpf. This guide was updated: 2022-07-25.

Used ford dpf sold eBay price is $1,058. New current listings averaged $408 lower than used current listings, a difference of -42.68%. On Amazon, the average price is: $251 for the first 10 product results. There are currently 240 new Ford DPF listings on sale. There are currently 198 used or used auctions for sale on eBay.

DPF Delete: The pros and cons of removing your pickup’s DPF exhaust system

Ever since the first pickup truck was built, owners have been trying to get more power and performance out of their engines.

Today, this is especially true for diesel pickups, as owners want increased performance and are always looking for ways to achieve their goals.

Most diesel pickups are used for towing or carrying heavy loads; hence the desire for more horsepower, torque and performance.

The good news for pickup truck owners is that the performance aftermarket offers many ways and means to improve diesel performance.

As vehicle electronics advance, companies like Hypertech, SCT, EFI Live and H&S offer performance programmers/tuners that can increase both horsepower and torque.

However, maximum performance gains are achieved with the diesel particulate filter (DPF) removed and a custom engine programmer.

However, the aftermarket performance companies that offer the DPF Delete Kits are quick to point out that their product is strictly for closed track and off-road use and is not street legal in any state.

For this reason, most dealers or installers of DPF extinguishing kits require customers to sign a release and risk assumption and liability statement that clearly states that the product is used strictly for competition purposes.

Some truck owners feel that their pickup trucks lose performance and fuel economy because the DPF filters become clogged and too expensive to replace when their truck is out of warranty.

That may be true in some cases, but Ford, Ram and Chevrolet now guarantee their systems for more than 100,000 miles or five years.

Despite this, the EPA requires that the DPF system be installed for the life of the vehicle.

The Feds and DPF Delete

Because removing the diesel particulate filter system is clearly against the law in all 50 states, federal regulations dictate that the systems must be tamper-proof.

The EPA can take legal action against anyone who physically modifies the DPF-mandated emissions equipment on all Ford, Chevy/GMC, and Dodge pickup trucks, whether or not you own them.

Section 205 of the Clean Air Act is very clear on the civil penalties: $2,500 per private pickup truck owner and $25,000 per vehicle for the dealer or installer.

The dealers we spoke to are pretty strict about accepting pickups that have the DPF systems removed.

Because federal law prohibits the operation, sale, lease, or transfer of a light-duty vehicle (1975 or newer, 10,000 pounds GVW or less) that has been tampered with, the Ford Chevrolet and Ram dealerships we speak to will have not accept this vehicle in trade.

A Ford dealer says they make anyone who trades in a diesel pickup truck sign an air pollution control statement on the vehicle, stating that the owner has not tampered with the air pollution control devices. Dealer will not work on vehicles that have had their emissions equipment removed or modified.

In other words, if the owner modifies a pickup truck and wants to sell it, it’s better to sell it privately, but at a significantly lower price.

Vehicle registration by a new owner is also a problem in states that require the owner to sign a registration form stating that emissions controls have not been tampered with.

Keep this in mind if you are a fleet owner planning to sell or trade DPF modified pickups in the future.

Custom DPF delete tuning

Owners who choose to eliminate the DPF system have a number of options they can use to maximize the potential performance gains. (Removing the DPF requires some engine programmer modifications to get the engine to run properly.)

H&S Performance has a variety of products that increase overall performance.

For example, a Ford 6.4L Power Stroke equipped with an S&B cold air intake, DPF extinguishing exhaust and Black Maxx race tuner on hot setting went from stock 306 hp to 648 ft.-lbs. torque to 582 hp and a whopping 1,287 ft.-lb. of torque.

The GM 6.6L Duramax, when equipped with an S&B cold air intake, DPF extinguishing exhaust and Black Maxx on the hot setting, went from a stock horsepower/torque rating of 290 hp/539 ft.-lbs. torque to 446 hp and 845 ft.-lbs. of torque.

A bone stock 2006 Cummins 5.9L, equipped with a 4-inch turbo back exhaust system and a hot stage H&S Mini Maxx, went from 283 hp and 510 ft.-lbs. torque to an impressive 482 hp and 1,028 ft.-lbs. torque.

Tuning with DPF is legal

Most diesel owners prefer to keep their DPF systems and take advantage of the legal ways to improve their truck’s performance.

These include improvements from simple DPF back exhausts, cold air intakes to programmers changing the power curve, improving horsepower and torque.

Hypertech offers several DPF-friendly tuners for the Chevrolet Silverado 3500 6.6-liter V8 diesel.

A good example is the Hypertech Max Energy Power Programmer for a 2005 Silverado equipped with the Duramax 6.6L engine.

With three horsepower levels to choose from, the owner can increase horsepower by an average of 32 hp and 68 ft.-lbs. torque to 87 hp and 173 ft.-lbs. torque.

H&S and SCT Tuning also offer programmers designed for use with the DPF.

In addition to tuners, a variety of performance intake and exhaust products are available to meet increased performance requirements for almost any application.

The cost of the extra power depends on how much power and performance you want. Prices range from around $550 for a basic tuner to more than $3,000 for a full performance kit that includes DPF deletion, cold air intake, stainless downpipe, and other items.

The good news is that there are many ways to increase the power and performance of diesel pickup trucks without breaking the law. With proper maintenance, DPF systems will function properly for many years beyond the manufacturer’s warranty.

And if the filter is broken, replacement filters are available from the manufacturers, as well as aftermarket companies like Econix and Cleaire, and cost around $2,500 for filters, sensors, and labor.

About the Author: Austin Craig writes articles for a number of major automotive publications on a variety of subjects. He is President of Austin C. Craig Marketing and lives in Parkland, Florida.

DIESEL ENGINE AFTER TREATMENT

The aftertreatment process was developed to meet increasingly stringent federal emission standards for diesel engines that require reductions in nitrogen oxide (NOx) levels.

Ford’s solution for its 6.7-liter power-stroke turbocharged V8 diesel engine is the diesel exhaust fluid (DEF) process. Injection of DEF to reduce NOx is a proven technology that has historically been used throughout the automotive industry.

Unlike other NOx control methods, the DEF system allows the diesel engine to run in its optimum range in terms of fuel mixture; while some systems require the engine to run richer, which can be detrimental to diesel engines.

Ford states in its DEF instructions that the system is designed to refill DEF approximately every 7,500 miles, depending on how the customer uses the truck.

The message center notifies the customer when the DEF needs to be refilled. The first message comes when about 800 miles of DEF remain. The filler neck is located near the gas cap and is blue for easy access. A heater in the plastic fuel tank prevents the DEF from freezing.

The 6.7 liter Ram Cummins diesel engine meets 2011 emission standards with no DEF for light commercial vehicles only. A NOx absorber catalyst (NAC) system is used to control emissions without urea fluid.

Controlling peak power at 1,600 rpm reduces NOx enough to allow the Cummins to meet current emissions standards. The new Ford 6.7 Power Stroke holds 800 ft.-lbs of peak torque. through 2,000 rpm with its DEF post-treatment process.

Developed by GM engineers, Chevrolet’s 2011 Isuzu Duramax 6.6L SCR system reduces NOx by 63 percent compared to the 2010 model.

The SCR or Selective Catalytic Reduction System uses DEF. The SCR system is an after-treatment system as it treats the vehicle’s exhaust gases after combustion. Thats how it works.

When the engine is running, a fine mist is sprayed into the exhaust. The exhaust heat converts the DEF to ammonia. When ammonia mixed with exhaust gases reaches the SCR catalytic converter, the NOx emissions are reduced.

The DPF then traps soot to burn off during the regeneration process. Eventually, vapor, nitrogen, and reduced emissions exit the exhaust system.

Like the Ford Super Duty, the Silverado 3500 is equipped with an onboard electronic system that provides numerous warnings in the driver information center to maintain appropriate DEF levels.

SWELL:

Ford Trucks: ford.com/trucks/superduty

Chevrolet Trucks: chevrolet.com/Silverado-3500hd

Ram Commercials: ramtrucks.com/commercial

H&S Performance: hsperformance.com

SCT performance: sctflash.com

Hypertech: hypertech.com

MBRP performance exhaust: mbrp.com

A CLEANER SOLUTION: DPF REGENERATION

There’s a new affordable solution for diesel pickup truck owners to have their DPF filters cleaned. FSX Reconditioning (fsxinc.com; 360-691-2999) designs, engineers and manufactures DPF filter cleaning equipment for Ford, Chevrolet and Ram pickups.

Depending on the condition of the DPF, there are two procedures:

A blow-out system, which cleans most intake filters, uses highly compressed air to blow the filter in a machine specially designed for FSX. The filter is then flow tested to ensure it meets the company’s strict guidelines to return the filter within original OEM specifications. This procedure takes the same day or one day and costs about $250.

If the filter does not pass, the next step is the thermal cleaning. It is placed in a special oven and deposited for 12 hours, after which it undergoes the blowing process again. The burnout is similar to what the new diesel pickups do when it rains. The DPF filter is flow tested again. This procedure takes about two days and costs about $400.

The Chevrolet/GMC filters must be cut open to gain access to the filter. The Ford and the Ram don’t. Cutting open and resealing the GM DPF adds around $400 to the cleaning costs listed above.

Founded in 2007 in Granite Falls, Washington, a suburb of Seattle, FSX has cleaned more than 20,000 DPF filters to date.

FSX sells or franchises its cleaning system and has dealers nationwide. The FSX Service Locator Map can be found on his website. Customers can also ship their DPF to the Granite Falls factory. Shipping via UPS costs about $100 each way.

FSX Equipment offers pickup fleet owners significant savings over replacement OEM DPF filters.

Since the DPF filters cost more than $1,500, plus the cost of new sensors and labor to install them, the FSX cleaning process can save owners around $1,000 per pickup truck. – Bruce W Smith

When you buy a new set of brake pads with a lifetime warranty, that’s what the warranty covers – the brake pads themselves. However, a lifetime warranty doesn’t mean you never need new brake pads again. July 12, 2017