New Powerstroke Owner Here...EGR Delete Question - Ford Powerstroke Diesel Forum
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post #1 of 8 Old 08-24-2019, 11:15 PM Thread Starter
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New Powerstroke Owner Here...EGR Delete Question

Howdy ya'll,

I recently moved, and found myself in need of a truck that would not only be a daily driver, but may also be called upon to tow a decent load from time-to-time. So I did what any right thinking individual would do, and bought myself a 2003 F250 with a 6.0 Powerstroke.

It's a 2WD King Ranch in incredibly clean shape, with just over 170,000mi. Built in January of 2003. Runs well, but not great at low RPM. I've put a ScanGaugeII on it, and coolant and oil temps look really good. It came with good service records, and appears to have belonged to and old guy who kept up with basic maintenance. I'm not trying to run a crazy tune or make huge power. I just want to have something that's good to drive, and is reliable with basic maintenance.

Issue #1: EGR delete. Getting rid of it makes perfect sense to me. I contacted a local shop that is reputed to be the local Powerstroke specialist (in TX, where there are no emissions testing) regarding doing the EGR delete and they told me that, in their experience, the 6.0 is more likely to blow head gaskets after a delete because the EGR acts as a blowoff for the turbo, and once removed will create pressures that will lift the heads off. I've never heard of this. Their recommendation is to perform a cleaning with some products from BG, to the tune of $850. This sounds like a ripoff to me, but I'd like to hear from ya'll about experiences after doing an EGR delete...is blowing the heads off a legitimate concern, or am I being fed a load of BS?

Issue#2: Low boost: This thing is a turd below about 3,000 RPM. Beyond that, it runs like a madman. I'm averaging about 16.9 MPG. It could be the solenoid, or the VGT sensor or tube, or the turbo itself. Or a leak. I have a new set of pipes and boots for the turbo, and will start there. If anyone has any further insights on low boost, I'm all ears!

Beyond these immediate issues, I've picked up a blue spring kit, and a 4" exhaust kit from MBRP. Oil changed with Rotella T6 and Archoil friction modifier. Been running the Archoil fuel additive as well. The biggest problem I've run into thus far is that the secondary fuel filter cap appears to have been installed by Magilla Gorrila about 5 years ago. I've banged on it with a hammer and chisel to the point that it now has a hole in it, and is undrivable. That's a job for tomorrow.

Anyway, thanks for having me, and I'm looking forward to any advice I can get. It's a nice old truck, and I'd like to drive it for years to come.

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post #2 of 8 Old 08-24-2019, 11:26 PM Thread Starter
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No idea why my avatar is upside down, but I guess I'll take care of it after I bust the fuel filter cap loose tomorrow.
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post #3 of 8 Old 08-25-2019, 05:26 AM
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What they said about the EGR is nonsense. Most likely, the nonsense comes from the fact that they can't legally do the delete.

Regarding power, you may want to start by looking to see if you have a catalytic converter. If you do and it's clogging, you will have power loss. Mine clogged at 150K.
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2004 F550 CC Lariat
BPD oil cooler relocation and upgraded EGR cooler (spooled), BPD oil bypass filtration, aFe Magnum Force CAI, Mishi radiator, 7.3L fan clutch, EC1 ELC, XDP coolant bypass filtration, '08 trans pan/filter, PTP direct clutch solenoid, blue spring, 6.4 starter, MBRP y-pipe, BD boots/clamps, '05 intake elbow, ccv reroute, Torque Pro + OBDLinkô LX, Autometer EGT

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post #4 of 8 Old 08-25-2019, 06:53 AM
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Quote:
Originally Posted by djmaguire View Post
What they said about the EGR is nonsense. Most likely, the nonsense comes from the fact that they can't legally do the delete.

Regarding power, you may wasn't to start by looking to see if you have a catalytic converter. If you do and it's clogging, you will have power loss. Mine clogged at 150K.
An issue easily solved with a long 2" pipe and a sledgehammer. Remove the catalyst and lay on the ground, have a large buddy stand on it or otherwise lock it in place, insert the pipe until it touches the catalyst, commence vigorous pounding until the plugged catalyst is reduced to tiny bits. Reinstall the now empty catalyst housing.

*Information provided for entertainment purposes only. Altering emissions equipment is naughty and frowned upon by enviro-types who only want to tell you how to live your life. Modifying your catalyst could hurt their feelings and require that they find a safe space to protect them from the 'bad man with the sledgehammer'.*

2007 F-350 4X4 CCSB, 6.0 PSD, ZF6 Manual Trans, 3.73s, EGR and Cat improvement, Edge CTS2 with EGT and Fuel, SCT X4, PHP FICM Programmer, Sinister Adjustable Fuel Press. Cover, Ficmrepair.com batt/alt wiring upgrade, Bosch 140 amp alternator with overdrive pulley, Rotella ELC, High-Idle mod, Mishimoto coolant filter, 6.4 starter, Genex mirror w/temp and compass, Magnum RT steps, Leer 100R Shell, Custom front bumper replacement, Steelcraft Elevation rear bumper, B&W turnover ball, 4" Cat Back exhaust, JVC head unit with backup camera, '08+ towing mirrors and rear diff. cover, etc.
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post #5 of 8 Old 08-25-2019, 07:29 AM
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Solid information above (entertainment purposes only, of course).

In my case, I value not only the engineering of the catalytic converter, but the respect for the environment demonstrated by EPA regulation. Because of that, I have embarked on my own catalytic converter research program.

I started by replacing my existing catalytic converter with an empty "test pipe." This allowed me to move the catalytic converter into my test laboratory for bench analysis. I'm determined to invest whatever it takes to make an even better catalytic converter.

With continual comparison to the "test pipe", I expect that - when I'm done - the new catalytic converter will work two or three times better than the original catalytic converter that was on my truck. It may take me years - or even decades - but I will make it happen.

Until then, I guess that I'll have to live with the "test pipe"...

2004 F550 CC Lariat
BPD oil cooler relocation and upgraded EGR cooler (spooled), BPD oil bypass filtration, aFe Magnum Force CAI, Mishi radiator, 7.3L fan clutch, EC1 ELC, XDP coolant bypass filtration, '08 trans pan/filter, PTP direct clutch solenoid, blue spring, 6.4 starter, MBRP y-pipe, BD boots/clamps, '05 intake elbow, ccv reroute, Torque Pro + OBDLinkô LX, Autometer EGT
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post #6 of 8 Old 08-25-2019, 02:49 PM Thread Starter
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Thanks ya'll, pretty much what I thought, but wanted to verify.

I'm sure I'll make time to put the cat back on at some point once the exhaust is replaced. I'll be more than happy to learn of the results of your catalytic converter research!
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post #7 of 8 Old 08-26-2019, 06:06 AM
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about the lack of performance at lower rpms. It could be that the turbo's vanes are stuck. The VGT % reading via the scan gauge can cycle between 15 and 85% but it should not stay at either of the numbers while driving, other than momentarily. Generally it should run somewhere around 50% at steady cruise the during extended WOT acceleration it should drop into the high to mid thirties.( this is approximate) After you verify that it is operating in a more or less normal range, then you will need to verify that the vanes are actually moving, the % figures that you read are commanded, not actual. I would suggest then to do a VGT relearn. Google it, it is easy and you might need that anyway. So, while the VGT is relearning during the idle part, the VGT will be commanded to 15% then 85% several times as the parameters are relearned. So, stand near the tailpipe while this cycling is going on and you should hear it sound "normal" then switch to a deep throaty sound, and back and forth several time during the 5 minute idling part of the re-learn. If the sound changes changes as described then the vanes are actually moving. If not, your vanes may be stuck and your truck will not have good performance. You could tell something about all this by looking a EBP too, but since your truck is an 03, the use of EBP was probably deleted by an earlier dealer recall and re flash. good luck with your new toy, er, hobby.
PS, I would resist the urge to tune it until you can verify that is has been studded or better. They run pretty good stock, I think, and yeah they can go like bat out of hell but that has it's costs. Just my opinion.
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Last edited by knotreel; 08-26-2019 at 06:10 AM.
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post #8 of 8 Old 08-26-2019, 10:11 AM
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Referencing what the shop told you about the EGR Delete, I had been told the same thing by the Ford tech I a had do alot of my work on my 6.0. When we discovered my blown head gaskets he was attributing the leaky gaskets to having the EGR Deleted since like you stated the EGR valve acts like a buffer or blow off valve.
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