There is no way around it; tampering with or modifying your truck’s emission system in any manner is completely unlawful. It is not a state or local law (though such do exist), but rather a federal law. The first thing clients remark when we discuss it is that “it’s only for off-highway use” or “it’s for tractor pulls.” They believe that by doing so, they will be able to avoid any laws, but this is far from the fact.
Yes, your emission system can be lawfully removed from your vehicle, but it will require recertification by the manufacturer and the issuance of a new emission label and certification. You can’t just sign a piece of paper and declare that your engine has been recertified. You’d have to pay to have your engine re-certified by the original equipment manufacturer, which is a costly process.
Myth #2 There are no EPA Police
This is technically correct. A federal emission law, on the other hand, can be uploaded by any state or local government. This misconception is similar to someone declaring, “There are no IRS cops,” despite the fact that the IRS can collect and enforce laws from a building thousands of miles away. The extent of testing and enforcement will differ depending on your state and county.
Myth #3 – The EPA doesn’t go after the little guys
Another prevalent misunderstanding among clients is that the Environmental Protection Agency (EPA) does not target small enterprises. For your convenience, the EPA maintains a list of every single resolution filed against the Clean Air Act for cars, organized by year. Cases range from tuning equipment providers being taxed over $4 million to a single owner doing a DPF delete on a single car.
If you think you’re “too small” to be noticed or cared about, rest assured that you’re wrong. It only takes one employee or service provider to report the problem, and you’ll be in serious trouble in no time. If the removal/tuning has been done frequently or on a wide scale, the cases might be both civil and criminal.
The fines can quickly mount, since the EPA has the authority to levy civil penalties of up to $7,500 per day for major violations and $37,500 per day for minor violations.
Myth #4 – Only California Cares about Emissions
We get calls from county and state governments asking for a software solution to detect pollution manipulation on commercial trucks on a regular basis. We don’t have a response yet, but I can assure you that someone is working on one right now. There is a sizable demand for a device like this. The reason for this is that the fines are so high that a government agency might pay tens of thousands of dollars each month for that software and still make a profit.
California isn’t the only state with this problem. Several counties in Texas already require emission testing on commercial trucks, and states like Minnesota, as well as New York, are following suit. They’ll find a means to collect fines if there’s money to be made!
Myth #5 Deleting my emissions will solve all my problems
This isn’t even close to being accurate. Your first task will be to find a competent “tuner” to assist you, and based on our experience, there are more incompetent ones on the market than competent ones. To be honest, the truly outstanding tuners aren’t promoting because they know what they’re doing. In terms of technical expertise and capability, the ones that do advertise are often at the bottom of the totem pole. They frequently clone one ECM software to another without thoroughly inspecting the intricacies.
So, what exactly does this imply? It indicates that if your engine is tuned by a bad tuner, you will have serious issues. Poor engine performance to your engine flinging a rod through the block are all possibilities. Inexperienced tuners, for example, will often remove the EGR on the PACCAR MX engine. The EGR, on the other hand, cools the combustion chamber. With the EGR removed, your head will crack, and you’ll be dealing with a far worse problem. Modern engines are built to work in harmony with all of their components, and changing one component might lead to more serious issues. If you think it’s just MX engines, consider this Facebook user who had an ISX removed:
Aside from these urban legends, there are a few more things to consider.
Finding a Shop to Help You
You’ll have a hard time finding a franchised dealership to help you after you’ve removed your emissions. They don’t want to take on the risk of working on decommissioned emission equipment, and they can’t guarantee the work. That means you’ll have to find a qualified independent facility willing to work with you on your own. Even if the engine problem you’re having has nothing to do with your tune or delete, as most of you know, seeing these on the open road can be challenging at best.
Reselling Your Truck
If you ever consider selling or trading in your truck, you will almost certainly run into problems. If you sell it with parts removed, the individual who buys it or takes it in trade will have a legal case against you. You made an unlawful change without informing the customer, and now you’re facing legal (and financial) consequences. You will very certainly have to pay to restore all deleted components to their original configuration. Even taking your truck to an auction doesn’t exempt you from liability, as one forum user pointed out. Law enforcement frequently attends public auctions to guarantee that no illegal activities are taking place. Note:
Summary
There are two basic approaches for emission adjustment, according to the “economy.” The first option is to save money by learning to do it yourself. Because it requires downloading ECM information to your laptop/computer, updating the software, then pushing it back, you should have a foundation in computer science and how diesel engines work if you go this route. The actual “tuners,” who are subject matter experts, do exactly that.
These folks, on the other hand, are often hard to discover and are aware of the risks indicated above. They gain money in a different way, by selling the “tunes” to repair shops. Do you remember the guy who advertised on Facebook and Craigslist that he would do a tune for $1,000? That individual has no idea what he’s doing. He’s buying tuning files from real specialists, marking them up, uploading them to your ECM, and then walking away from you for good.
That’s all we know about eliminating and optimizing your engine. Our recommendation is to avoid it and instead work with a local, experienced repair shop that has access to correct diagnostic instruments and repair information. You’ll be alright if your engine is well maintained and you can locate a qualified repair facility that can precisely troubleshoot emission difficulties. If you can’t find one, we recommend taking advantage of our aftertreatment diagnostics hands-on training program.
Is it really worth it to get rid of a diesel?
To put it clearly, any diesel pickup’s emissions equipment should not be removed. It is a federal criminal to remove any factory-installed emissions equipment, regardless of local or state testing regulations. The factory warranty on the vehicle is also void when emissions equipment is removed. Before you say anything, there is no way to prevent a dealer from discovering that emissions equipment has been removed. Even if the hard parts are replaced, the ECM will still show signs of adjustment.
What happens if you remove a diesel vehicle from the equation?
A diesel deletion entails removing the DEF system, the catalytic converter, and the DPF, and replacing the exhaust with a new one. A tuner will also be required to reprogramme the vehicle’s ECU (engine control unit).
Is there a penalty for deleting your diesel?
Diesel particulate matter is efficiently prevented from escaping and contaminating the environment by the Diesel Particulate Filter system. As a result, the EPA will levy fines starting at $2500 for each consumer truck with a tampered or uninstalled DPF.
How long will a 6.7 Cummins engine that has been removed last?
I can personally attest to the fact that I erased 75000 miles ago and have had no problems. On the other side, there are men on here with stock trucks that have logged 300,000 miles and haven’t had any issues. I deleted my truck to make it louder, more like a diesel, and for what I considered to be a decent reliability upgrade. That being said, I recently completed a second-generation S465 conversion that included valve springs, head studs, push rods, a pusher intake, a Billet input shaft, Billet flexplate, triple-disc torque converter, custom-built Billet valve body, and a Billet clutch drum with all aftermarket clutches. However, I also own a 68rfe. I’ll admit that if I were to go out and buy a fresh new truck tomorrow, I wouldn’t hesitate to erase it again.
You can probably do nothing to it and expect it to last 300,000 miles or longer…assuming proper maintenance, minimum lengthy idling, and complete regen cycles. I understand why you want to delete/tune…we all do it for different reasons. There are no egr/mechanical emissions, and it’s a lot of fun.
There have been no issues in the last three years. It performs admirably. Except for the tie rod check, which was well inside the 5 degree requirement, I never went to the dealer.
If you delete, the only problem you’ll have is breaking something because you couldn’t take your foot off the loud pedal. You will have no troubles if you are responsible and take it easy. I drove my ’08 6.7 deleted for 40,000 miles, a ’10 Ford PSD deleted for 30,000 miles, and a ’10 Dodge deleted for 15,000 miles. There were no issues with any of them. Before I destroyed the ’08, the only issue I had was with it. Dodge had the turbo cleaned once before replacing it at 35,000 miles. I deleted the ’08 to avoid having to take it to the shop every 4-6 months for turbo difficulties.
According to these contented owners, a deleted truck is the way to go. After the deletion, the majority of people report having little to no problems.
Is it against the law to erase DEF?
It’s not difficult to find someone who can modify or remove the Diesel Exhaust Fluid (or DEF) emissions systems on your agricultural equipment if you look hard enough. Given the openness with which this service is provided, a farmer could be forgiven for thinking DEF alterations are permitted.
They aren’t. The EPA Clean Air Act forbids anybody from removing or rendering inoperable an emission control device on a motor vehicle in the United States. Under a different name, the Canadian Environmental Protection Act, Canada has essentially the same statute.
Even though it is forbidden, DEF tampering occurs. What is causing this, and what are the potential consequences?
Early DEF systems, according to Kevin Rossler, Sales Manager for Markusson New Holland Ag in Regina, could be problematic.
“There were early concerns in agricultural equipment as it developed into Tier-Four emissions or DEF systems,” explains Rossler. “An error code from a sensor failing at seeding time could cause you to lose power, which is quite inconvenient. As a result, several operators wanted to get rid of their DEF systems or purchase DEF delete kits to avoid having to utilize them.”
Interfering with a DEF system can get you in trouble with the law, but that’s not the only danger. It will also nullify the manufacturer’s warranty on the device. When equipment with tampered DEF arrives at a dealership as a trade-in, it must be returned to its original DEF settings before it can be resold. That’s $5,000 to $7,000, according to Rossler’s experience.
He advises equipment owners to let go of any lingering misconceptions regarding DEF, stating that current versions of the technology work significantly more consistently. DEF systems are unlikely to cause problems in the field, but they’re excellent at what they’re supposed to do: regulate emissions from agricultural equipment and help farming keep its good environmental reputation.
“Early DEF systems are nothing like what we have now,” says Larry Hertz, WEDA’s Regional Vice-President for Canada. “Today, you could place your face right close to the exhaust pipe and nothing would come out. DEF is required by legislation in order to maintain air quality. That’s all the more incentive to leave your DEF alone and let it do its thing.”
Is eliminating the 6.7 Powerstroke worth it?
The 6.7 Powerstroke has four basic emissions systems: EGR, DOC, SCR, and DPF. The DOC, SCR, and DPF emissions systems, which are all components of the exhaust system, are all deleted using a “DPF delete kit.” The removal of the DPF system is popular since it improves performance, gas mileage, and reliability.
The DPF system is prone to clogging and failure, and replacing it can cost up to $5,000. It also causes a lot of backpressure in the exhaust system, which reduces the turbocharger’s efficiency and reliability. As a result, removing the 6.7 Powerstroke DPF is a superb performance and reliability alternative.
A DPF erase, on the other hand, can be a pain. It is unlawful in terms of emissions, which may cause issues with registration and inspection. You’ll also have to install the delete kit yourself, and you might have difficulties finding anyone willing to work on your truck once it’s been removed.
A delete kit and a tuner are required for deletion. Depending on whether you want a full downpipe-back exhaust system or just the DPF pipe, delete kits run from $250 to 750 dollars. Tunes are roughly $750, therefore a full DPF delete will cost around $1,000-$1,500.
Is it a good idea to get rid of my Duramax?
The EGR, DOC, SCR, and DPF are the four main emissions systems of the Duramax LML. The DPF, DOC, and SCR will all be deleted using the LML “DPF delete” command. It will also do away with the requirement for DEF. The EGR system will be the only remaining emissions system on your GM truck.
The SCR/DEF is already a common failure item on the LML, and DPF systems are prone to clogging. As a result, removing these systems can improve reliability and reduce the chance of costly repair expenditures. Furthermore, these systems generate a lot of backpressure in the exhaust system, which is harmful for the turbo and results in higher EGTs.
The engine will be healthier and more reliable after the DPF system is removed. Furthermore, while it may not generate a lot of power on the LML, it significantly boosts its power potential. Delete the DPF, however, has a lot of drawbacks and repercussions. It’s technically unlawful, and it’ll make repairs, inspections, and selling more difficult.
A delete kit and a tuner are required to remove the LML DPF. Delete kits range in price from $300 for a basic kit to $1,000 for a full exhaust system replacement. The cost of adding a tuner will increase between $700 to $1500. As a result, depending on the method you take, a full deletion will cost between $1,000 and $2,500.
What does it cost to get rid of a Duramax?
You’ll need an exhaust ($400), tuning ($690), PCV reroute ($50), and Blocker Plate ($12) for a full delete, or a new Y bridge and cold side ($700 or so).
How can you know whether a diesel truck has been removed?
If your intake horn has a Blue icon on it, you will be dismissed. As if the EGR pipe had a cable for a valve, as would your left engine cooler, which would have been linked to your exhaust manifold alongside a little cooler on the right. Since all of them have been removed, the exhaust manifold now only has two plates.
What is the cost of deleting your truck?
For the Chevrolet Silverado 3500 6.6L V8 diesel, Hypertech offers a number of DPF-friendly tuners.
The Hypertech Max Energy Power Programmer for a 2005 Silverado with a Duramax 6.6L engine is a nice example.
The user can pick between three phases of performance to enhance horsepower from 32hp and 68 ft.-lbs. torque to 87hp and 173 ft.-lbs. torque on average.
Programmers for use with the DPF are also available from H&S and SCT Tuning.
A variety of performance intake and exhaust products, in addition to tuners, are available to meet enhanced performance demands for just about any application.
The cost of improved performance is determined by the amount of power and performance desired. The cost of a basic tuner ranges from roughly $550 to more than $3,000 for a complete performance package that includes a DPF delete, cold-air intake, stainless down pipe, and other components.
The good news is that there are numerous legal ways to boost the power and performance of diesel pickup trucks. The DPF systems will perform well for many years after the manufacturer’s warranty has expired if they are properly maintained.
Replacement filters, which cost roughly $2,500 for the filter, sensors, and labor, are available from the manufacturers as well as aftermarket businesses like Econix and Cleaire.
Author information: Austin Craig contributes to a number of prominent automotive journals, writing articles on a variety of topics. Austin C. Craig Marketing is his company, and he lives in Parkland, Florida.