DPFs, EGRs, DEF, etc...

[kpsp50]

I have a 2000 7.3 with the 6-speed these trucks are made for long distance and pulling heavy loads this is where a lot of people make their mistakes by going shopping in them starting and stopping them within 5 MI I have been offered more than what I paid for the truck brand new because it's a 7.3 looks like I'll keep it till I die Branson tractors have the Cummins engine in them

 

[jyoutz]

I think this is called a straw man argument.

Neither you or I are in the know to why cat does what cat does.

I will just keep to the facts that inline gods are much simpler engines than v based engines. I can show and prove that.

And we can keep to the facts that industrial application engines are inline. V motors are used in cars and light trucks.

 

[jyoutz]

Well in theory. We had an inline god at the ranch for awhile. Could not keep ball joints on it and the 68Re was a bag of marbles.

In reality, Inline gods have a hard time being simple and awesome when their chariot is a bag of trash.

Old equipment designs from 20 years ago.

 

[jyoutz]

Inline 6 diesel vs V8 diesel

So which is the best diesel in a 3/4 ton or 1 ton pickup, the 6.7L Cummins inline 6 in the Ram, the 6.6L Isuzu Duramax V8 in the Chevy/...

pickupinline6dieselvsothers.blogspot.com

Is the Duramax used in industrial equipment applications?

 

[Snobdds]

Old equipment designs from 20 years ago.

Oh, is that it.

 

[Snobdds]

And we can keep to the facts that industrial application engines are inline. V motors are used in cars and light trucks.

Most obvious post ever...

 

[jyoutz]

Oh, is that it.

Yep. There were front end and transmission issues in those 1990s/early 2000s Dodges. Not anymore.

 

[Hay Dude]

Old equipment designs from 20 years ago.

Ford slush boxes from 20 years ago were sacks of marbles after 50k, too.
E4ODs and 4R100’s……whew….those were the bad ol days.
I remember rebuilding 3 or 4 of them, even after extensive MAINTENANCE lol

 

[Hay Dude]

Most obvious post ever...

Yep, its obvious V8 diesels, like in light trucks and in line sixes are in heavy trucks for a reason, theyre built for heavier work, develop more torque at lower RPM, run longer on less MAINTENANCE, have less moving parts, and cost less for the company owner over the lifespan of the truck.
Anyone hear about the V-8 in a farm tractor? NOT

 

[4570Man]

Is the Duramax used in industrial equipment applications?

The Duramax was maybe still is offered in some medium duty trucks but never a class 8 truck or equipment that I know of.

 

[Hay Dude]

The Duramax was maybe still is offered in some medium duty trucks but never a class 8 truck or equipment that I know of.

There was also a larger 7.8L Duramax offered in the final production of GM class 8s until about 2009.
It was an in line six with a B10 life of 410,000.

 

[4570Man]

There was also a larger 7.8L Duramax offered in the final production of GM class 8s until about 2009.
It was an in line six with a B10 life of 410,000.

I knew they made a larger one but I’ve never seen one in person and assumed it was a V8.

 

[billypumper]

Most diesel experts have said that a 6.4 power stroke is a throwaway motor at 150,000 miles, don't hold up after that, that's why they came out with the 6.7, more head bolts ,better built, the problem with emissions on a diesel is the motor needs to be at wide open throttle to keep the particulate filter clear, on AG equipment that's not always possible, works fine on trucks and cars .

 

[pmsmechanic]

Anyone hear about the V-8 in a farm tractor? NOT

I almost felt bad posting this.... but just couldn't let it slide.

 

[Hay Dude]

Of course there’s some out there, but it’s just a fraction of a percent.

 

[Hay Dude]

Funny how when you are breaking the law you just point the finger at others you think are more guilty. He knowingly broke it and after he was fined $180k (reduced to $22k) he then started working political channels to get it changed. A better idea is to get things changed before you break the law.

Yes I understand the law sucks...but we all know there are thousands of them we despise. Some we break at our own risk.

Adding additional emissions standards to boats and planes is a reasonable idea...but if it creates more inflation then no thanks. Street legal race cars do not inflate prices for everyone. Making boats and planes more expensive to operate does.

In other words...comparing a hobby to an economical staple of modern business isnt really a reasonable comparison at all is it?

Now if we were talking about tractors and heavy equipment instead....who different issue.

I think the point he’s trying to make is why pick on the little guy (pickup truck owner) with the onerous regulations, but let a 1000’ ship cross 6,000 miles of ocean belching out untreated diesel from its exhaust?

Because the companies that own those ships can influence the right people to keep it that way.

Ship exhaust is mostly out over the ocean where nobody sees it very much, but a kid rolling coal is very visible.

 

[Snobdds]

Ford slush boxes from 20 years ago were sacks of marbles after 50k, too.
E4ODs and 4R100’s……whew….those were the bad ol days.
I remember rebuilding 3 or 4 of them, even after extensive MAINTENANCE lol

somehow those were never behind a 6.4, unlike the 68re behind the inline god.

Otherwise, good point.

 

[Snobdds]

Most diesel experts have said that a 6.4 power stroke is a throwaway motor at 150,000 miles, don't hold up after that, that's why they came out with the 6.7, more head bolts ,better built, the problem with emissions on a diesel is the motor needs to be at wide open throttle to keep the particulate filter clear, on AG equipment that's not always possible, works fine on trucks and cars .

If the emissions was kept on, and you never kept up on maintenancethe lifters would need replaced around then. Otherwise no. The blocks on the 6.0 and 6.4 are basically the same expect for some extra holes in the 6.4. The bottom ends do not wear out at 150k, in fact very few of those blocks ever had a piston hanging out the side even with crazy boost. They were designed for medium duty school buses with a super huge bed plate. The VT365, or Ford 6.0 was built for school busses and was in hundreds of thousands, the key was with no emissions. It ran fine.

However, as a point of reference...there are plenty of 6.4 that are deleted and are running fine today. It turns off the dumping of fuel on the exhaust stroke, among other things. Diesels run amazing with no emissions, they're not that complicated.

The EPA had strict emission changes in 2003, 2008, 2011. It doesn't take a rocket scientist to see manufactures had to completely go to new engines to meet those standards, the flow chart is: EGR (6.0)>EGR+DPF+COMMON RAIL (6.4)>EGR+DPF+SCR+Common Rail (6.7). There was too much engine infrastructure change needed and it was easier to just design a new motor.

To the point of needing to run wide open to keep every thing clean, well that was a huge issue for all of them early on. The pressure switches would cake up with carbon from lack of running hard and do weird things. I know there was a time Ford on the 6.7 turned off their inputs in the tuning because they could not get enough pressure switch's to prevent the truck from going into limp mode. It's no longer an issue and they learned good and hard.

So to say it's a 150k motor...well I disagree. But Heydue is a data point in your favor.

 

[jyoutz]

If the emissions was kept on, and you never kept up on maintenancethe lifters would need replaced around then. Otherwise no. The blocks on the 6.0 and 6.4 are basically the same expect for some extra holes in the 6.4. The bottom ends do not wear out at 150k, in fact very few of those blocks ever had a piston hanging out the side even with crazy boost. They were designed for medium duty school buses with a super huge bed plate. The VT365, or Ford 6.0 was built for school busses and was in hundreds of thousands, the key was with no emissions. It ran fine.

However, as a point of reference...there are plenty of 6.4 that are deleted and are running fine today. It turns off the dumping of fuel on the exhaust stroke, among other things. Diesels run amazing with no emissions, they're not that complicated.

The EPA had strict emission changes in 2003, 2008, 2011. It doesn't take a rocket scientist to see manufactures had to completely go to new engines to meet those standards, the flow chart is: EGR (6.0)>EGR+DPF+COMMON RAIL (6.4)>EGR+DPF+SCR+Common Rail (6.7). There was too much engine infrastructure change needed and it was easier to just design a new motor.

To the point of needing to run wide open to keep every thing clean, well that was a huge issue for all of them early on. The pressure switches would cake up with carbon from lack of running hard and do weird things. I know there was a time Ford on the 6.7 turned off their inputs in the tuning because they could not get enough pressure switch's to prevent the truck from going into limp mode. It's no longer an issue and they learned good and hard.

So to say it's a 150k motor...well I disagree. But Heydue is a data point in your favor.

My BIL got 53k miles out of his 6.0 before it died on the highway with a failed piston/connecting rod. He had the motor rebuilt at considerable cost, then sold it. He now runs Dodge/Cummins for his company trucks in Casper, WY

 

[Jchonline]

I think the point he’s trying to make is why pick on the little guy (pickup truck owner) with the onerous regulations, but let a 1000’ ship cross 6,000 miles of ocean belching out untreated diesel from its exhaust?

Because the companies that own those ships can influence the right people to keep it that way.

Ship exhaust is mostly out over the ocean where nobody sees it very much, but a kid rolling coal is very visible.

I get ya. I would certainly support it all being stopped (big and small).