Yup that was the car i did a review video on. That's the 600 hp 2.3 Whipple car the owner is Alex Trivino

What’s the lemon law cause my truck is doing this

@@20darmstrong Typically if you have to have something fixed 3 times under warranty, the OEM is required to buy your vehicle back for the price you paid. After 3 times for the same repair it is deemed unreliable. That's what I've read but I'm no lawyer lol. It may vary state to state but I'm not sure. It also depends on the type of repair. So far I'm on my second fix for the upper oil pan. If it leaks one more time, I'm filing for the lemon law

I know right I was wondering to if temps where normal i grossed about 30k lbs on the daily rarely do I here my fan kick on but you’ll definitely know when it’s on cause it’s loud lol

Oh ya dude I am so happy I bought one, I came from a 6.0 and it’s un believable the difference on it, it’s a good upgrade for sure!

Mine runs 235° EOT with my 30ft 9k camper here in Louisiana @70mph on the interstate in the peak of summer (108° heat index) These temps are fine as long as your running a good oil like T6 Rotella there oil is rated for over 300°. If your still worried mishimoto sells a low temperature thermostat that drops by 5° or check out SPE performance they sell one that drops by 15° to 20° on ECT and EOT.

Look up Forescan. It’s free to use. All you need is an OBD2 dongle.

Stock tune starts defueling around 1450 and will defuel to a sustain a EGT of 1350.

@@JaegerWrenching Awesome, just what I was looking for. I had my alarm set at 1200 on my 6.4 but figured the 6.7 might take a higher temp. Thanks!

@@JaegerWrenching Is that monitored at EGT1? I’ve notice there are actually five sensors now. EGT 1 (pre doc), EGT 2 (post doc), EGT 3 (pre dpf), EGT 4 (post dpf), and EGT exhaust manifold. I have experimented with monitoring the exhaust manifold, and I’m shocked at the high temps when towing.

@@andrewjewkes64 egr pre cooler

You have a fan that pulls air through the radiators while sitting or moving. If your temps were getting to 280 you have an issue with coolant flow coolant fill or air flow... Most trucks that have some miles on them get dirt and debris on the radiators blocking/inhibiting air flow through them. I recommend removing your front grill and thoroughly cleaning your radiators "there is two of them" with a pressure washer until water flows easily through them.

Normal

I got a 2015 f350 my old 5th wheel was 22k lbs and my boat is 12k lbs. I have towed across the desert with temperatures above 120 deg and have never delt with over heating problems. Seeing Temps get over 220 deg on the truck seems scary and abnormal but like the video says this is what the truck was designed for.

Water boils at 212 degrees. You want engine oil to be this hot. It keeps water out of the crankcase. Run full synthetic for protection up to 300 degrees. That will give you peace of mind on those grades.

i run one in my truck and love it

You ever get an answer? I just ordered their proprietary solenoid body. They say they lower the trans temp up to 50°.

No I did not. I have been getting harder than desired trans temps when pulling in this AZ heat as well as engine temp. I am going to install this in a couple weeks to see if it makes a difference.

@@darren6790 Any updates on this? How do you like it?

@@jonmccauley6490 still haven’t installed it. Hoping to do so before triple digits hit this year.

There is no max temp and it'll run with very high inlet air temps. How ever your turbo will outlet 350* air temp prior to the CAC. A good working CAC should be able to bring that down to 150* or less. Tuning and total airflow through the cooler will changes these numbers a little. Hot tunes can get turbo outlet temps into the 450+ range and post cooler into the 160-170s. Boost Derate happens based on a specific boost number and barometric pressure as those two things dictate exactly where in the turbos compressor map you'll be operating and thus how efficient it is at compressing air at that exact point. More efficient = less heat generated or lower turbo outlet temp, less efficient = higher turbo outlet temp.

@@JaegerWrenching thanks for all of the info. The problem I'm having is I'm getting about 405° out of the turbo and then it's still up to 225 after the CAC.

@@duner1972 What is ambient temp and how quickly does it get up to the 200s?

@@JaegerWrenching it's usually in the 90's ambient. It's when I'm pulling long hills pulling about 20k. It's a 2015 F450. I have actually melted 2 intakes and blew the backs out of them. It has gotten better after switching to a soft so I can run stock settings. I just didn't know if putting an aftermarket CAC would help. Even in stock mode, I have to fether the throttle to keep egt's off of 1500

@@duner1972 Put a 2015 andup[ turbo on it. That SST turbo is great for down low but it doesn't have enough air to clean it up. Those number are pretty norma for longer pulls and with a heavy load. The cooler will saturate. If anything replace your cooler with a stock one. Also check your coolant level on your smaller coolant tank by the rad fan passenger side.

Yes you can lose weight if you know how to do user defined parameters with HPT. If you curious on tuning with HP tuners i have tunes on their forum, and i'm more than willing to help anyone out. I don't know everything but my truck runs darn good and i'm very pleased with the power and torque it's made on the dyno thus far.

JaegerWrenching that’s great news i Appreciate the response and will definitely be looking up the form in buying HP tuners this afternoon

@@WaterandWoodsmen It's not as easy as me giving you my tune because user defined parameters require you as an individual to know where the maps are located in the ECM and how to change them. Even if i handed you a tune you couldn't just load it you have to hand copy everything and weight loss stuff isn't in the foreground like your fuel map, timing maps and such, it's in the background where i can't even see it. Go read the forum and you'll see what i mean. Also if you've been tuned with any other tuner your ECM has a high chance of a "write block" or password needed to reflash. If you have EZ lynk already i can get you a tune that will lose wight and then you can pull that tune with HPT and tune from there.

@@WaterandWoodsmen Email me a Jaegerwrenching@gmail.com I'm close to having a solution to you problem if this works ill know in the next week or so but you'll lose weight and be able to tune yourself with HPT.

You ever get any information I’m going to pull trigger this week I guess I have to buy a 170$ software upgrade user defined Parameters I was going to use my sctx4 Street Tune that’s already set up the way I need it some say it will work others say it won’t. I am also looking into automotive hex decipher software

This is my factory ford tune prior to doing anything with EZ LYNK. Which I’m no longer using now anyways. No alterations or table adjustments have been made in this file. This is FORD’s file, well technically... I want to address this comment as if people don’t understand how this works. After I purchase this truck I own everything with it including the tune. Same goes for buying a tune from a tuner for EZ LYNK. I own the tune, but most tuners lock their files so you can’t read them. Which is fine but legally you could take this up in court and here’s how it’d play out . They’d come up with the purchaser/owner of the tune not being able to copy or reproduce the tune but you’d have full and complete access to your tune. Somewhere down the line this transfer of ownership has gotten lost over the years.There was a big deal about this exact issue but modifying software on smart phones. The supreme court sided with the purchased/owner, saying they own it they can do what they please with it. Most of these tuners started with someone else’s tune and adjusted from there. I find it ironic that they are worried about what gets out but they didn’t care when taking someone else file to start with. I will continue to show data I legally own and I will continue helping people understand how it all works. If you’re worried me or you think somehow I’ll benefit from looking at a file like it magically gives me or someone the ability to tune properly, well you are surely mistaken.

You're comparing an inline 6 to a v8... also you saw tractors engines change intercoolers over the years so that automatically means one is more effective than the other?.. Here is why your inline 6 gets better fuel economy. Anything with an inline 6 has an edge over a v8 because the crank doesn't require any counterweights. This is because Inline 6 crank journals cancel out primary and secondary vibrations naturally, thus no added counter weight is required meaning, more power and torque is transferred to the flywheel with less input, or fuel burnt. It's a apples to oranges comparison unless you only care about fuel economy and to which the inline engine is better. If you care to know or understand why i say air to waters are more efficient it's because water can carry more heat away because of its density. So air to water intercoolers can move out more heat in the same size intercooler, this is proven. You also get a more consistent charge air temperature with them meaning the tuning window can be narrowed and you can really dial in the tune, again gaining some efficiency. They also require less piping from turbo to intake reducing turbo lag. But As far as overall parts to fail they have many more and will fail more often. This is probably why you saw John deer move away from them as failures on tractors is bad for business. They can also freeze and destroy your engine if you use water in them which i'm sure people did.

@@JaegerWrenching Yes water is more efficient at removing heat at a given temp. But there is a Reason a Superduty will be to the top of the mountain last on a long hard pull and that is heat soak. Trying to cool air when the water temp is 230 while a competitive trucks intercooler is cooling with ambient air temp. I tow big heavy heavy trailers so my trucks get worked hard. Just not that impressed with the Ford. It will be interesting to see the changes on the 6.7 Powerstroke for 2020

SRN why you hating if you own a ford and you don’t like it I’ll buy it they obviously aren’t worth much 😂

@@srn9973 Not sure how the water temp in the rad for the intercooler is going to get to 230*F. You do know the intercooler rad is separate from the engine coolant rad.

If you look up the new trans fluid specs it doesn’t start the flash zone until 380 degrees, fluids are made to run hotter than they used to be. Old fluid with those temps kiss your trans goodbye.

Brody Geoghegan yes he can

Brody Geoghegan call his cell tomorrow his name is Les Collins and his cell is (575)-430-7330

Then you’re really misinformed on these trucks and their operation.

@@JaegerWrenching I have a 2019,F 350, 6.7 and nothing is even close to what you had stated. The temps you speak of is way higher than what my truck runs. So sorry if I don't believe what you had said.

@@luckytrapper7656 That means your thermostat is doing it’s job as it opens at 196*f. These radiators can keep your trucks engine cool with little airflow so little in fact the fan never comes on. Your truck like mine probably stays around 192*f without the fan ever coming on. What temp does your truck operate at?

@@JaegerWrenching depends on the temp outside. I'm from Wisconsin so right now in the dead of winter it runs about 189 to 192. But 3 days ago it was running hot when I was driving to northern Wisconsin. It was hitting 216 then the fan would kick in overtime and cool it down to 207 in less then a minute. Trans temp is norm at about 189 but on this particular drive it hit 208. And would not cool down. Ambient air intake hit 171. I had to pull over to let the truck cool. Not good when you can smell antifreeze.

@@luckytrapper7656 those temps are not enough to make antifreeze boil out, my truck in south Florida runs much hotter and never smell antifreeze. I don’t think you know what your talking about.