Who?

Exactly. I've seen this same problem in stock trucks. Best mileage is low rpm with the converter locked. Hammer down on the bearings

that's facts rite there

@@ShainAndrews epa and carb

Diesel particulates literally sicken and kill people, so maybe they should kill it.

He's no longer with us

But if you don't do your own tuning, how do you know who's tunes have too much timing and who's doesn't?

North coast diesel makes clean tunes.

all day long

Don't mess with your 6.7

738,000 very nice!

U can always tell by how an engine sounds and how an engine runs if your lugging it. As well.

Or watching the tach and knowing where torque peaks.

Bill you can retire sir. we want you to be happy

I got a 6.0 you can buy

Upgraded to a cummins???.....😁

@@michaellee5399 $?

Is Bill still selling his DealerProofed dualies?

I got a 6.0 you can buy too. Brand new motor 0 miles head studs is all is done to it. You just need a trans. 2007 f250 crew cab 15,000.

I ordered my 01_F350 from the factory and it will be a cold day in hell before I sell it. Most reliable vehicle I've owned in almost 60 years of vehicle ownership.

Any engine hates lugging. If for no other reason than the fact that the mains take more of a beating then than at any other time.

The frequent regens are from bad tunes.

I wonder if all the purported or expected fuel that was saved, if any, is enough to compensate for the early death of their engines.....🤔

​​@@michaeldunagan8268ell no. Considering just the new engine of a new 6.7 PSD is like 20 grand, I'd imagine they'd total the truck on purpose before that happened. I know I would.

I breathe alot better in Ca. So im fine with u having no tune!

come to far nothern cali its all tuned and deleted trucks up here lol

I have a 13 6.7, and a 32' 5th wheel. I love the selective shifter because when I hook up to my trailer I loose 5th and 6th. I try to curse at 2000, and down grades I run 2500 to 3200. Seldome use brakes, even living in the mountains of Arizona. I recommend this operation to everyone. Never tow on O.D......

@@willc5512 so do I in Texas without all the crazy regulations… people are leaving your state in droves and moving to be free in the Great State of Texas! 👍🏻

A good transmission tune would do you good. A lot of people just tune the engine and never the trans

Yea with more power you kinda gotta accomodate with stronger trans and what not

What tuner did you get? I'm having a hard time choosing the right one. I want power efficiency and mpg only and of course let it breath better ya know.. I want one thats safe where the tuner knows what they're doing. Not trying to run 300hp just help the engine.

Same truck as you

I have an 11 that does the same thing. Was thinking about getting a tune with a trans tune to try to fix that. It’s actually annoying to drive I prefer my 6.0 as far as shifting goes haha

Yup 6.0 likes rpm Cleans combustion and turbo And sounds great

That's a thing with even stock cars these days,with small displacement relying on the turbo ,and then having crazy compression ratios like 10-11-12:1 on a gasser. Unheard of compression and boost levels and at lower rpms , if something is slightly off it's gonna pop. On a side note ,my manager at work has one of those little ram vans ,every time from a cruise when you tip into it you'll hear a little spark knock. That's kinda telling me a few things, the stock tune is aggressive , and keep doing that for 100k and watch a piston fry up.

Focus st too

My 2019 f150 had a faulty ethanol sensor (never ran e85 but it was a flex fuel gen 3 coyote) dealership said timing was advanced to the max. I brought it in for a weird rattle going in and out of 3rd gear, thought it was trans related. Nope, it was detonation so bad it sounded like a chain rattling. It was fixed under warranty (new ethanol sensor and Ford reflashed everything) ran really good but I just traded it in last week. I drove it like that for god knows how long, could have been all winter. Couldn't hear it unless the window was down

Just buy an oil filter cutter, or get a System 1 oil filter, and check it yourself EVERY oil change.

Don’t turn the power up when towing. That was the main point of the video. Ignition timing at lower rpms… Be sure to keep it around 2000-2200 rpm when going up steep grades.

I was waiting for him to say something like this. Steve dinan, founder of dinan engineering (bmw tuner/race car builder) did a good video about tuning on the drive channel on yt, heard him say 'we try to time an engine so peak cylinder pressure occurs at the optimal crank angle. That's where the engine is most efficient at making power.' What angle is optimal varies with rpm, fuel type/octane rating, flame front propagation in combustion chamber, etc. There is always a sweet spot, and anything earlier is too early, anything later is too late, and you lose power. Or worse, hammer your bearings to death, or in a gas engine, cause knock with too much advance. It gets even more complicated in diesels with multiple injection events per cylinder per firing. In short, don't let just any Yahoo tune your truck.

Just like peddling a bicycle.

No: it boils down to pressure. The peak pressure has to be shifted when the engine is underload and burning a high rate of fuel in order for the engine to have longevity. kzfaq.info/get/bejne/gNp0fayC2LqxXY0.html

It's the same for the 20+. The rods piston and compression aren't really factors. Bearing size (width) where wider is better, and then just timing are what do it. Bill touched on it just briefly but the key thing of this failure is metal fatigue in the bearing itself. Take a coat hanger and flex it back and forth it will get weak and break, that's what is happening to the bearing. The hammering is flexing the bearing and after a while the metals in it start to fail. Can't even solve this with some kind of better oil, because it has nothing to do with lubricity or film strength. Even if an oil had perfect film strength all that means is the forces are fully transferred through the oil to the bearing bending it instead of pushing oil out. You could theoretically help this with a weaker rod because a weaker rod would flex and give more, absorbing more energy and reducing what gets to the bearing. But imagine the outcries if Ford installed weaker rods. The reason higher RPM helps Bill didn't explain, but it's because the flame front of combustion always has the same speed. With higher RPM the piston and rod will get farther away from being straight up and down at the moment of peak cylinder pressure because the piston is literally running away from the flame front faster. Bill is correct, when increasing the forces in the cylinder like this you either need to use more RPM to keep the rod angle appropriate, or less timing. The lesson here really is understanding that tuners go by the dyno and adjust their tunes based on the output measured by the dyno. What they aren't doing is tuning an engine and then running it for 2,000 hours at load to see if their tunes create failures in the long run. You'll see things like "early lockup" in tunes, run away. People like that because it really will make the truck feel and drive better and get better mileage, but it's also much harder on the engine's internals.

@@seijirou302 what are you talking about?! I’m mainly referring to your comment of “run away” to “early lockup”. Do you even know what that means??? Do you understand what that does? You were pretty easy to follow at first and then it started to ramble like you regurgitated something you heard. Then you make that comment and it’s obvious you don’t know what your talking about. Don’t give advice when you yourself don’t know

To me: if I knew I was going to tow a relatively heavy trailer 95% the time or if I was going to be an old-school plumber carrying metal pipes and metal tools and inventory, I would get a larger ring gear for the given pinion gear in the deferential in order to let the engine breathe little better and get to its preferred operating range easier.

Both my companies rams are deleted one 5500 and one 3500. The 5500 is getting a new engine right now because it decided to delete cylinder #6 while pulling our backhoe a month ago.

@@huskers1278 How many miles before it deleted itself?

My 2000s trevan had a switch on the turn signal lever that if the vehicle was either hauling heavy or towing one was to Preston switch. My guess was that the system raised the RPMs at which the transmission would up-shift to the next gear in order to keep the 4.3L V6 Virtec engine from lugging.

Isn't pilot injection actually helpful