Tuesday, November 27, 2018

Death Wobble Elimination Tips from Carli Suspension

We like solid front axles in 3/4-ton, 1-ton, and other pickups.  They provide a time-tested toughness and simplicity that's hard to beat.   In most cases, it's relatively easy to install a suspension lift over a solid front axle (something that doesn't translate to torsion bar and CV-based front ends).  It's generally pretty straightforward to work on a solid axle, and parts are standardized and readily available.

That said, a incorrectly-installed or badly-designed suspension lift can wreak havoc on the front end of a solid-axle vehicle.  Worn-out parts, as well, can cause real problems.  One of the most apparent and talked-about issues that can occur is popularly known as 'death wobble'.

If you've ever experienced death wobble, you know that it's no fun.  A truck in the throes of death wobble will feel like it's tearing itself apart, and can be extremely difficult to control.

Here's a video of a Super Duty experiencing death wobble.

Vehicles with solid front axles can be particularly vulnerable to death wobble.  Recently, we stumbled across a fantastic article that our pals at Diesel Power Products posted up from Carli Suspension- it's the most comprehensive guide to curing death wobble on solid-axle trucks that we've seen.  Hopefully this info can help a few of you who have been dealing with this unfortunate phenomenon.

Click here to see the article from Carli Suspension.
Tuesday, October 16, 2018

Check Out This Article in Fleet Maintenance Magazine!

As many of this blog's readers may have noticed, Bullet Proof Diesel has released a line of commercial-duty EGR coolers.  It turns out that EGR coolers are a problem in medium-duty trucks, especially those with engines produced by Navistar International or Cummins.

As Bullet Proof Diesel was approached by various companies to create BulletProof EGR Coolers for them, we engineered a different kind of internal structure within the EGR cooler.

We call the technology H-Core.  Here's a video that shows how it works.

The industry is taking notice - check this article from Fleet Maintenance Magazine!  Click on the image of it below to open up the entire article:

Wednesday, October 3, 2018

Different Levels of Service at Bullet Proof Diesel - Explained!

Sure, you know we test down in Baja - but we've also braved the Alaska frontier with a BulletProof 6.0L!

We truly believe education is the key to success with the 6.0L Power Stroke.  Over the years, we have compiled a number of articles and other bits of info to help folks get started on building a BulletProof truck.  It's kind of a lot to take in at once, so here's an easy way to get familiar with the subject.

Here's an easy-to-understand explanation of what building a BulletProof truck really means.

Here's a great way to get started towards your reliability goals.

The BulletProof Oil Cooler Kit w/BPD Filtration
In our experience, the stock OE engine oil cooler is the root of many of the problems on the 6.0L diesel engine, so we've developed a more permanent solution.  This system will eliminate the stock OE engine oil cooler and oil filter system completely.  The BulletProof Oil Cooler Kit with BulletProof Filtration.

The addition of upgraded ARP head studs is another great upgrade and can help to prevent future cylinder head gasket issues - here is the Head Gasket Set.

Here is the solution for FICM problems on the 6.0L diesel: BulletProof FICM Power Supply.

Here's the solution for water pump problems on the 6.0L diesel: the BulletProof Water Pump.

When we perform a service here at our headquarters, we refer to a couple of different 'levels'.
A Level 2 Service includes the oil cooler and EGR coolers, as well as the components of our professional install package.  We also remove and clean the intake manifold, turbo, and other parts.

You might be surprised at how dirty 6.0L turbos can get.
A Level 3 Service means we're going to disassemble the 6.0L down to the block.  Going beyond the level two, we pull of the cylinder heads and have them 'sleeved', that is, we insert metal reinforcement in the injector bore holes.  This prevents fuel mixing with coolant due to small cracks that can develop in those bore holes.

The Level 3 Service also includes ARP Head Studs, upgraded valve seats, and further inspection and cleaning of engine components.  This service takes 4-5 days and involves extensive (hundreds of miles) test drives by our technicians to confirm the 6.0L is working as it should.  Check out this magazine article that goes over the process.

There are some add-ons you can include in either package: popular options include the previously-mentioned BulletProof Water Pump and BulletProof FICM Power Supply, as well as the BulletProof All-Aluminum radiator.

Hopefully, this information will get you started in your quest for 6.0L reliability.  That said, the Bullet Proof Diesel team loves to help people solve problems over the phone.  Many a troublesome 6.0L situation has been discussed and investigated over our phone lines, and we've gotten pretty good at asking questions that help uncover what's going on.  We're at (480) 247-2331 or (888) 967-6653.

Wednesday, September 12, 2018

6.0L EGR Cooler Installation Tips Straight From Our Techs

So, you've made the leap and decided it's time to replace your factory 6.0L EGR cooler.  Upgrading your EGR cooler is straightforward if you're familiar with the process, but our Bullet Proof Diesel Technicians have learned a few tricks along the way to make the install easier.  Below are some EGR cooler installation tips:

1.  Use a silicone sealer on the intake to the EGR cooler flange gasket.  This helps prevent small exhaust leaks.

2. DO NOT reuse turbocharger mounting bolts.  Use new bolts when re-installing the turbocharger and torque to factory specs.  Old bolts can come loose, causing the charger to vibrate on the pedestal mount.  This can cause noise that resonates in the exhaust system, damaging the turbocharger.

3. Clean the injector pressure regulator (IPR) screen during the install (see image below).  Inspect the screen and see if it's blocked by debris that you can remove before re-installing.  Screens and O-rings are easy to replace, and this is the prime opportunity to do so.

4.  Loosen the up-pipe-to-exhaust manifold bolts during the disassembly to make installation easier.  Install the new EGR, but DO NOT tighten the band clamps on the up-pipe.  Lightly snug them after the turbocharger is mounted, but again, don't tighten.

5.  Check to ensure all surfaces are flush under the band clamps and then tighten the clamps evenly before re-tightening the manifold bolts.  Images of all clamps and bolts are shown below.

6.  One last tip!  Our technicians have found, on occasion, it's necessary to loosen the turbocharger mounting bolts before you clamp the band clamps in order to make a better seal on the charger flange.

Installing a BulletProof EGR cooler for the 6.0L (featuring the patented H-CORE internal technology) is a great way to get the most out of your Power Stroke and protect its components for years to come.  And with a lifetime warranty, you can't really go wrong!

Please leave a comment below or contact us at 888-967-6653 if you have any questions.
You can also contact us by email here.

Monday, August 27, 2018

Ending 'Belt Squeal' From the 6.0L Power Stroke's Water Pump Pulley

When you’re installing a Bullet Proof Diesel fan clutch adapter on your engine, you might find a glaze has formed on the water pump pulley over time. The image below shows a pump pulley with dark rings around its base; this is glaze buildup. Our technicians have found this glaze can cause slippage and squealing under heavy fan demand conditions, so it’s important to strip the glaze off for optimal performance.

Removing the glaze is as simple as scuffing up the pulley along the area where the belt rides. We’ve used a sanding disc for our example, but you could apply a heavy grit sandpaper or emery cloth by hand to get the job done if you don’t have a generator handy.

In the image above, you can see our tech is scuffing away the glaze in concentric circles. He’s also applying even, moderate force on the pulley. This assures he won’t grind the metal unevenly or take away too much of the surface with his sanding disc. You can see the finished result below: a pump pulley with a cleaned up base, right where the belt rides.

Installing a fan clutch adapter is a smooth process with the right tools, and you’ll get the most out of your water pump pulley with these small adjustments. Follow these simple fan clutch adapter installation tips from our technicians to get the best performance out of your adapter. Questions or concerns? Leave us a comment below and we’ll help any way we can. - Or be in contact at 888-967-6653 or customerservice@bulletproofdiesel.com

Tuesday, August 7, 2018

6.0L Fuel Injectors - Lousy, or just Scapegoats?

by Jeff Dahlin

It's easy to sound like a 6.0L expert these days.  There has been enough research and testing by the aftermarket that many of the common 6.0L problems have symptoms that lead to specified fixes.  White steam out of the tailpipe?  That's a ruptured EGR cooler, most likely.   Oil in the coolant?  Probably a failure within the stock oil cooler.  And so on...

An OE 6.0L fuel injector
However, there was a time - from about 2003 to 2008, when the common 6.0L problems had not been identified and catalogued to the extent that they are now.  And in those days, people loved to point at 6.0L injectors and call them 'the culprit'.

I was one of those people.  I had, in my possession, a 2003 F-350 that constantly had injector problems.  There were other issues too, but the injector thing was really bothersome because I had them replaced over and over again, with no idea how to stop it.

To cut right to the chase, some of the same ol' culprits were causing my injector issues.  For example, a stock oil cooler that is plugged up with coolant debris isn't going to be effective at its job: keeping oil cool.  And when oil isn't as cool as it should be, viscosity is affected.

The HPOP draws oil from this reservoir.  If the oil is too hot, issues can result.
The high pressure oil pump (HPOP) pulls oil from a reservoir that the stock oil cooler services.  The pump activates the injectors via high-pressure oil rails that sit on both sides of the engine.  However, when oil temperature/viscosity is at levels the system wasn't designed for, problems can result.  Because injector function is affected, folks often assume the injectors are bad.  I admit, I fell into this trap.

Additionally, a bad Fuel Injection Control Module (FICM) can create problems that often get blamed on injectors.  When the output of the device drops below 48 volts (as older units sometimes do), injector function suffers and truck owners see hard starts and a rough idle.  Many folks quickly assume the injectors are failing, but it's the FICM that is causing issues.

The BulletProof 6-Phase FICM
Interestingly enough, when a 6.0L's other pattern failures are corrected, we don't see a lot of spontaneous injector failures.  In fact, we've seen stock injectors last for hundreds of thousands of miles.

Bullet Proof Diesel, of course, offers solutions for malfunctioning oil coolers (check this out) and a military-grade FICM capable of 58 volts.  That said, we still recommend OE injectors.

Replacing injectors over and over again is supremely frustrating, as well as expensive.  Checking the conditions in which they function - including oil temperatures and FICM voltage - can highlight that injectors are sometimes just victims of other issues within the engine, and not always the problem.  If you have any questions, give us a ring at 888-967-6653 or email us at customerservice@bulletproofdiesel.com.

The verdict?  These injectors work fine when other 6.0L pattern failures are corrected!

Tuesday, July 3, 2018

We Love the 6.7L Cummins!

The Cummins crowd is a unique bunch.  There's so much history around the brand; over the last two decades, the 5.9L and 6.7L Cummins variants found in Dodge/Ram trucks essentially created a big part of the diesel performance universe.  Some folks like to say the Cummins engines sound like they're straight out of a tractor, but we know better - these engines came from a company that is known for making diehard diesel equipment.  You can hear echoes of the 'big brother' engines when you listen to a Cummins-powered truck.  You could almost say Cummins is a religion to some.

We've always admired Dodge/Ram trucks.  We've got employees driving them into work, some of our staff had them growing up, and at least one drove a couple of Cummins-powered trucks around a 40,000 acre cattle ranch for several years.  Beyond that, we've seen them do amazing things in contests like the Diesel Power Challenge.

We were interested to hear if Cummins owners were having any EGR cooler issues, and it turned out that yes, some are.  The causes and symptoms are a bit different than Power Stroke EGR coolers.  It seems clogging can be an issue with 6.7L Cummins EGR coolers, and there's a factory recommendation that they are removed and cleaned out every 67,500 miles.

We're gonna go out on a limb here and say no one really wants to remove their EGR cooler every 67,500 miles.

We've now designed and tested BulletProof EGR coolers for the 6.7L that feature our H-CORE technology.  If you're not familiar with H-CORE, check out this short animation - it really provides a quick, easy-to-understand explanation of why it's better than other designs.

Our EGR coolers tend to do well where others will clog up, so we aren't going to recommend any kind of cleaning procedure.  That's one less thing to worry about for truck owners.

We're excited to start supporting the Cummins community.  Everyone knows we offer high-quality upgrades for Power Stokes...now it's time to offer the same to our bighorned pals.

Check out our Cummins offerings here.