An Editorial by dieselmann
Volume 1; May 99: Add-ons
Many people have contacted me with questions concerning aftermarket devices for the PowerStroke engine. I've passed my opinions of such products along to these individuals, but I thought it would be a good idea to record them for anyone to access.
First off, keep in mind that, although the manufacturers of these state that their products do not void the vehicle's warrenty, add-on devices, as well as any damage or undesirable effects resulting from their installation, are not covered by the vehicle's warrenty.
Power-enhancment chips are probably the most asked about add-on. These change the programing of the factory computer to deliver more power through increased turbo boost and fuel delivery. They also make diagnosing a problem difficult. Either the diagnostic equipment cannot communicate with the vehicle's computer, erroneous trouble codes are stored, or the equipment displays a code for a programing failure, requiring replacement of the computer. At the very least, data displayed to the diagnostic equiment for the various sensors may be false, resulting replacement of good parts which would not repair the concern. Also, tampering with emission controls (the computer is concidered one) can result in fines in some areas. Items which increase turbo boost can result in air charge hose and seal failures.
Exhaust brakes are the other device in which people seem to be interested. Due to the lack of a throttle plate to restrict the passage of air through the engine, diesels already have poor engine-braking capabilities. An exhaust brake restricts the air leaving the engine, and the resultng back pressure slows the engine. These items need to be installed exactly according to the manufacture's instructions to prevent problems in the exhaust system. The PowerStroke's computer monitors exhaust back pressure, so an exhaust brake may cause a code for this to be stored in the computer's memory. If the vehicle is equipped with an automatic overdrive transmission, the transmission provides no braking in the overdrive position--it free-wheels on coast. Overdrive still needs to be cancelled for the exhaust brake to work. In no instance should you wire a switch into the Exhaust backPressure Regulator circuit to use the EPR as an exhaust brake. The computer monitors that circuit as well, and this will cause the "Check Engine" light to illuminate and may cause the computer to default to a "limp-mode", or basic strategy used to get the vehicle into a service facility.
It is important to remember when towing, the vehicles brakes where designed to stop that vehicle at it's Gross Vehicle Weight, in other words with a full load--1/2 ton, 3/4 ton, ect. Trailers may carry the load, but the towing vehicle still needs to stop itself and the added weight. Trailers which excede 1500 lbs when loaded should have their own braking system.
Gauges which monitor turbo boost, exhaust tempurature(pyrometer), transmission tempurature and oil pressure are fine if they are installed properly and you learn how to read them. There are also timers which monitor turbo tempurature and keep the engine running after the ignition is shut off until the turbo cools to a safe level.
Extended-life filters for air and oil need to be installed and serviced in accordence with the manufacturer's instructions. A K&N air filter which has not been washed and oiled is about as good as a dirty paper element.
Engine modifications such as larger exhaust, add-on intercoolers, larger air induction systems and turbo modifications make those systems ineligible for warrenty. If the engine gets "dusted" because dirt entered around a loose coupling, Ford will not cover the damage. If the turbo pedestal leaks oil after the compressor has been modified, Ford will not cover that repair. Increased-size air intake and exhaust or an intercooler may help increase power, but these items need to be installed properly to prevent leaks.
Transmission shift modules increase the hydraulic pressures in the control circuits to give firmer engagment under load. Unfortunatly, hard acceleration without a load will result in harsh shifts. Some devices cause the transmission to default to third gear when the engine is started instead of overdrive in order to reduce transmission over-heating and wear when driving in heavy traffic or towing in hills. The overdrive can then be turned on if the driver desires it. But the overdrive still needs to be re-cancelled to make this system effective.
I hope you keep in mind some of the above when thinking of installing the listed components on your truck.
Charles David Ledger; dieselmann©1999
©
©
1999