DPF equipped tractors produce only ~ 1% of the cancer and smog producing diesel particulates which are produces by ~ 25-horsepower diesel tractors without DPFs.
Turbocharging an
L2501 so it produces
200 times as much pollution as a 33-39 horsepower, DPF equipped Kubota tractor should be a crime.
If you need > 25-horsepower buy a DPF equipped, legal machine.
I'm dumbfounded by this comment. I think its great that this guy put a turbo on his 2501. Perhaps you should be buying a fresh supply of N95 masks for the upcoming election year Covid hysteria again, and get injected with the latest greatest boosters because that's what the government says. What I see are many old time farmers that lived into their 90's despite decades of planting, tilling, and harvesting on open station tractors with old smoky diesels.
Depends on what you're "upgrading". IDI (Indirect Injection) engines aren't very accommodating for increasing power: there are some exceptions; I really only know of one: Mercedes OM606 [and that family]. Don't know about tractors and turbos (but I _DO_ know a little about such with road vehicles) but there's more than just adding a turbo- was the bottom end designed/spec'd to handle the increased torque, can the exhaust (and intake) really handle the increased flows and are you really able to properly control boost and EGTs?
Just so you know, the Kubota
L2501 has mechanical direct injection. It is not an IDI engine.
Rant on:
Speaking broadly, every new convenience represents a skill lost. The older diesels just need fuel, compression and air to run. DEF, DPF, common rail, piezoelectric, even HEUI require the modules that control them. Those various "modules" or "black boxes" on modern machines (and pickups) are computers. Computers in an outdoor environment have a limited lifespan.
Let's talk diesel pickups. What has the modern tech given us? Power is up and visible smoke is down. But woe to you if you run low on DEF. As to power, it would be up anyway, as it is with gassers, because of progress driven by the free market competition for your hard earned dollars. And the Swedes did research finding that tiny modern diesel nanoparticulates penetrate further into our body, even into the blood and thru the blood/brain barrier. The smelly old diesels with visible black smoke didn't do that. You just avoid breathing it, an old art called Common Sense, and those large particulates settle to the ground.
What's the repair cost if your HPOP fails on a 6.7 Powerstroke (or Duramax, Cummins)? Last I heard it was about $8k, because the pump's shrapnel fills up the injectors and common rail. I decided to sell my 2018 6.7 and find another 7.3 diesel. My son read the 2018 with FORscan and found that the new truck had 18 computers. One for the steering wheel, one for the butt vibrating seats. Wretched excess. Every modern convenience is a skill lost.
Rant off.
Well, my 2003 Ford F-550 with the 6.0L diesel has the HEUI system and still has its original FICM, 20 years later. That truck has never been garaged and starts up and runs as smoothly as it did when knew. So that particular "computer" that has lived a hard life in the hot and cold has survived a long time and shows no signs of giving up.
In terms of particulate matter, its worth noting that the older diesels emitted fine particulate as well, in addition to the heavier, visible particulate. It depended upon how warm, fast, and well the engine was running. Its also worth noting scientists have discovered modern gasoline direct-injected engines produce even finer particulates than modern diesels, and are beginning to apply GPFs (gas particulate filters) on modern GDI engines as well.
Ford has had issues with every model of powerstroke except for the original IH 7.4L.
First off, its a 7.3L not a 7.4L. And those engines still had issues, just like every single engine ever made will. The 7.3L was just known to be overall pretty reliable and long lived, like a Cummins 5.9L.
Yes, the IH 6.0L had a ton of problems, almost universally related to the emissions system (EGR cooler, oil cooler, etc). Some had head gasket issues, but usually not on stock tuned motors. The 6.0L can be quite a decent and long-lived engine.
The IH 6.4L was basically a disaster - moving away from HEUI to a high pressure fuel pump. That wasn't so much the problem, but the dual EGR coolers and early version DPF were. That and the fact that engine internals were not as robust either.
The 6.7L has been overall a great engine. The CP4 pump is the weak spot, but then again there are millions of these things on the road and some have extremely high mileage with the original CP4 pump. I've owned 4 of these Ford 6.7's and they have been good.
