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.


Monday, June 25, 2018

Fleet Maintenance Magazine Article


Check it out - an article we wrote for Fleet Maintenance Magazine has been posted online.  Bullet Proof Diesel has provided an 'upgrade' option that previously didn't exist for fleet managers, who often had to deal with problematic EGR coolers.  Click here to read the article.


Wednesday, June 13, 2018

The 6.0L and 6.4L Power Stroke Engines - Some Key Differences



The 6.0L Power Stroke
After a successful run with the 7.3L Power Stroke (which was discontinued due to rising emission standards rather than performance issues), Ford again sourced International to build their diesel powerplant for pickups and vans.  The 6.0L Power Stroke, first released in 2003 model-year vehicles, was notable in that it featured a variable geometry turbocharger, the first Ford had offered.

Most of us know what happened: inherent problems with the 6.0L (we call them 'pattern failures') caused the engine to become notorious for constant headaches.  In 2007, Ford released the 6.4L Power Stoke, with hopes that the headaches would fade, but all-too-common problems often crippled the engine's reputation.  Bullet Proof Diesel was the first to offer fixes for these pattern failures, and today reliability can be achieved in either engine.

Here are a several key differences between the 6.0L and the 6.4L:


  • The coolant paths are different.  Often, a failed EGR cooler in the 6.0L stemmed from a clogged-up oil cooler, which wouldn't let coolant flow into the EGR cooler.  The 6.4L has separate coolant passages for the oil cooler and the EGR cooler.
The 6.4L Power Stroke
  • The oil coolers are different...kinda.  We mentioned plugged-up oil coolers in the 6.0L above; Ford responded to this problem by adding an extra coolant layer in the stacked-plate oil cooler.  It was an imperfect fix, as oil coolers in 6.4L's still regularly become clogged with coolant debris.
  • The 6.4L has two EGR coolers.  One horizontal, one vertical.  A lack of coolant can cause either one to rupture.  The 6.0L has one EGR cooler.
  • The 6.4L has two turbochargers (one 'low' pressure and one 'high' pressure).  When the engine was released, it was the first light truck diesel to feature more than one turbo.
  • The 6.4L uses a Diesel Particulate Filter (DPF).  The 6.0L pre-dates Ford's use of DPF.

Other differences are more obvious; the larger displacement of the 6.4L helps it to create a bit more power than the 6.0L ever did.  The 6.4L is rated at 350 horsepower and 650 ft/lbs of torque compared to the 325hp/570ft/lbs made by the 6.0L.

The 6.0L was produced for five model-years, 2003 to 2007.  The 6.4L was produced for just three, from 2008 to 2010.  As such, 6.0L parts and components seem to be a bit more readily available and at better prices.  Perhaps the smaller number of 6.4L-powered trucks on the road is the cause of this disparity.

As a parting shot, we should mention that there are Bullet Proof Diesel solutions for both engines.  In fact, lots of our employees drive a 6.0L or  6.4L trucks.  As stated above, reliability can be achieved in either one
The BulletProof 6.4L 2 EGR Complete Kit









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Wednesday, May 23, 2018

H-CORE Technology Available for the First Time in 6.0L EGR Coolers!



If you haven't seen the video showing how our exclusive, patented H-CORE technology works, you might be surprised at how simple the concept is.  We all know stock EGR coolers have been problematic in a number of different engine platforms.  When we started looking at commercial applications, it became apparent that the OE design had to be completely abandoned to achieve reliability.

You may have seen our upgraded straight-tube replacement EGR coolers in 6.0L EGR coolers.  When we tested this design in larger EGR coolers (found within medium duty commercial trucks), it became apparent that heat expansion was going to be a problem.  Straight tubes at a certain length simply expand too much and cause internal rupture situations.

Our persistent leader here at Bullet Proof Diesel, Ken Neal, went back to the drawing board and a 'Eureka!' moment eventually came - rather than keeping the tubes straight, perhaps they could be braided, so much of the tube expansion could be directed laterally.  Well, to make a long story short, a machine had to be invented to braid the tubes, a lot of patent paperwork followed, but the idea worked well.  In lab tests, the force at the end of the tubes was 4x less when they were 'twisted'
together.

We first used H-CORE EGR cooler internals for medium-duty trucks, but recently we decided to use the technology in the product that put us on the map: the square 2004-2007 6.0L EGR cooler.  It's just another improvement in our never-ending quest for ultimate reliability and dependability.  Check 'em out online by clicking on this sentence.

If you have one of our straight-tube BulletProof EGR coolers, don't worry.  We have and always will maintain a limited lifetime warranty on the part.  But in all probability, you'll never need to utilize the warranty, as the failure rate is far, far less than 1%.