Diesels and cold weather
I would like to know if any of you cover the radiator of your trucks? I have a 2003 F350 with a 7.3L diesel engine. This has to be the most cold blooded truck I have ever owned! The biggest problem I ...
Forum Discussion
Quote: "I would be interested in how you did this install. I think that this is most likely my problem be cause it only acts up when the outside temps are 20 degrees and below. Thanks, John"
John, it's been a long time since I've done it, and I think I remember how it's done. But I may have forgotten something, so be aware of that. For what's it's worth:
I found the electrical connection for the EBPV at the base of the turbocharger. It was a plastic joint that could be disconnected. I disconnected this wire at the plastic joint and left it separated.
Now you have two wires that are separated: one goes into the engine's wiring harness some way, and I just taped off the end and abandoned it. The other, which runs to the EBPV, I took and joined to a new wire going into the cab and connected it to one pole of a new switch in the cab. To the other pole of the switch I connected a fused 12 volt wire running to a 12 volt source, such as the positive side of the battery.
With the EBPV wired in this manner, the EBPV is totally controlled by the driver. If he wants to use it to warm up faster, he'll throw the switch and will hear the engine struggling to exhale through a restricted exhaust. The engine's computer will have nothing to do with controlling it anymore, so cleaning the exhaust tube for the EBPV sensor noted in another post in this thread becomes unnecessary, in my experience.
I should note that if one wants to use this EBPV as an exhaust brake with an automatic transmission, he will have to wire another switch to control the torque converter. This is necessary because the transmission can overheat if an exhaust brake is activated and the torque converter is not locked and allowed to freewheel and churn the transmission fluid.
John, it's been a long time since I've done it, and I think I remember how it's done. But I may have forgotten something, so be aware of that. For what's it's worth:
I found the electrical connection for the EBPV at the base of the turbocharger. It was a plastic joint that could be disconnected. I disconnected this wire at the plastic joint and left it separated.
Now you have two wires that are separated: one goes into the engine's wiring harness some way, and I just taped off the end and abandoned it. The other, which runs to the EBPV, I took and joined to a new wire going into the cab and connected it to one pole of a new switch in the cab. To the other pole of the switch I connected a fused 12 volt wire running to a 12 volt source, such as the positive side of the battery.
With the EBPV wired in this manner, the EBPV is totally controlled by the driver. If he wants to use it to warm up faster, he'll throw the switch and will hear the engine struggling to exhale through a restricted exhaust. The engine's computer will have nothing to do with controlling it anymore, so cleaning the exhaust tube for the EBPV sensor noted in another post in this thread becomes unnecessary, in my experience.
I should note that if one wants to use this EBPV as an exhaust brake with an automatic transmission, he will have to wire another switch to control the torque converter. This is necessary because the transmission can overheat if an exhaust brake is activated and the torque converter is not locked and allowed to freewheel and churn the transmission fluid.
