Maybe no other diesel engine in latest memory has burdened its proprietors more than the 6. 0L Power Stroke . Thousands of roadside repairs, expensive tow line bills, and repeat failures problem the ’03-’07 Super Duty’s. Gossip has it that Ford even amused the idea of buying Duramax engines through GM for use in its trucks in this timeframe… Powerful, yes. Reliable, number You can virtually point to any element on the 6. 0L other than the rotating assembly and associate some type of poor engineering or premature failing with it. Exhaust gas recirculation program, oil cooler, head gasket, injector, high-pressure oil pump, FICM, plus turbocharger issues all run rampant—several of which strike within the first hundred, 000 miles
To be fair, some six. 0L’s do go the distance, yet it’s very rare to find one having a quarter-million miles on the clock with no history of at least some sort of significant restoration. In the following pages, we’ll stroll you through all of the 6. 0L’s common failure points, starting with probably the most prevalent offenders. Fortunately for all of us within 2020, 99-percent of the 6. 0L’s problems have been thoroughly documented simply by mechanics and addressed by the diesel powered world’s thriving aftermarket. We’ll consider with a list of must-have upgrades that will no 6. 0L Power Cerebrovascular accident should be forced to live without.
You’re looking at the greatest failure point on the 6. 0L Power Stroke. No, it’s not the particular EGR cooler and no, it’s not your head bolts. It’s the stacked dish heat exchanger portion of the essential oil cooler assembly that wreaks probably the most havoc on the engine. It’s well known for its internal coolant passages blockage and blocking the coolant movement that’s vital for keeping engine essential oil temperature in check. With the 6. 0L’s HEUI injection system pressurizing the particular engine oil as high as 3, six hundred psi in stock form (and 4, 000 psi or more within high horsepower applications), some fairly serious heat gets generated. Add in an inability to effectively awesome the oil and, sooner or later, you have serious problems.
The miniscule coolant passageways within the oil cooler are susceptible to clogging due to debris present in the particular cooling system. This debris is made up of throwing sand from the block or hanging deposits from using the incorrect coolant for your engine. Oftentimes it’s a combination of each. In blown head gasket situations, where combustion gases are permitted to enter the coolant, carbon contaminates furthermore become lodged in the oil cooler’s tiny passages. Once coolant circulation through the oil cooler stops, essential oil temps sky-rocket.
Unfortunately, a faltering oil cooler can go unnoticed regarding thousands of miles if you don’t have a method to precisely monitor engine oil temperature and coolant temp simultaneously (the dummy gauges in the factory bunch won’t suffice). The general consensus is the fact that both EOT and ECT ought to stay within 15 degrees of one another, but you should start watching things carefully once a 10-degree difference between the 2 persists.
Nearly 90-percent of all EGR cooler failures are a direct consequence of a plugged oil cooler. Since the coolant blockage in the oil chillier also starves the EGR chillier of the coolant it needs to function correctly (remember, the EGR cooler is definitely exposed to 1, 200 degree EGT or more), the welds upon its core eventually rupture. As soon as that occurs, you’ve got coolant entering the particular exhaust (or even the intake) plus copious amounts of white smoke departing the tailpipe. Sadly, it’s not unusual for an EGR cooler failure to become misdiagnosed, where only the EGR chillier gets replaced and the plugged essential oil cooler goes unaddressed— which naturally toasts the new EGR cooler quickly.
Another 10-percent of the time, the EGR chillier plugs up with soot, carbon, plus oil vapor deposits. And for as much updates and improvements Ford applied on the 6. 0L throughout the production run, surprisingly it’s the particular ’03 style, circular tube EGR cooler that lives the greatest (right). This is due to its larger inner passageways. The later, square-shaped much cooler employed on the ’04-’07 engines had been prone to plugging much sooner (left).
Situated downwind of the EGR cooler with the front of the intake manifold, the particular EGR valve routes exhaust gas back into the 6. 0L’s consumption tract. Rather than some modern EGR valves, which have been located on the hot-side to assist cut soot accumulation, it has a tendency to plug up quickly—oftentimes within twenty, 000 miles. Once the deposits mount up, the valve will stick as well as the truck will suffer from hesitation, extreme smoke, and low power.
It’s simply no secret that EGR is an awful business in diesel engines, covering everything in its path with a sooty, sticky grime that’s nearly impossible to get rid of. Affected components include the aforementioned EGR valve and EGR cooler, the particular intake manifold, cylinder heads, and particularly sensors. The intake air heat range (IAT) sensor shown here has been chock full of gunk after simply 19, 000 miles, which should provide you with an idea what the living conditions are just like inside the 6. 0L’s intake a lot more.
Even with a perfectly healthy essential oil cooler, the 6. 0L’s EGR system is extremely hard on engine coolant. On top of circulating through the heads plus block, it’s indirectly exposed to wear out gas temps that often exceed one, 000 degrees F. This is why it is so important to not only run the proper antifreeze in your 6. 0L, yet to change it at the recommended time period (100, 000 miles/5 years at first, then every 45, 000 miles/3 years). Here you can see what a good overdue coolant flush looks like (from left to right), with 5 flushes being required to fully get rid of the cooling system.
Head to block clamping power is extremely important in any diesel engine due to immense cylinder pressure they create. Most industrial-grade diesels incorporate a minimum of six head bolts per canister, which includes both the Cummins and Duramax competition. Unfortunately for power junkies, Navistar designed the 6. 0L Power Stroke platform to employ simply four fasteners per cylinder (10 per bank). At the factory 325hp rating, this proves sufficient in most cases (although stock trucks that tow line heavy can still lift the heads), but adding 160- rwhp with the use of a programmer pushes them to the particular brink.
An even bigger problem than getting just four head bolts for each cylinder is the fact that they only determine 14mm in diameter. If you’ve invested any amount of time around the 6. 4L Power Stroke, you know that they whack head gaskets much less often compared to 6. 0L (and usually whilst making 100hp or more). It is because the head bolts were upsized in order to 16mm in diameter on the six. 4L.
Torque to yield head mounting bolts are nothing new, but after they stretch beyond their yield stage permanent elongation occurs. At this point the particular TTY fastener will never have the exact same clamping force it did in order to left the factory. With the additional cylinder pressure (i. e. torque) that comes with aggressive tuning, it does not take long for them to stretch sufficient to allow combustion gases to escape.
One lifeless giveaway that a 6. 0L provides lost a head gasket (possibly even both of them) seems like this: coolant residue all over the degas bottle. Once a head lifts plus compression sneaks by the gasket the particular cooling system becomes pressurized. To ensure the minds don’t become warped beyond restoration, it’s best to pull the mind and fix the issue as soon as it is noticed.
The 6. 0L Power Stroke’s injectors are one area in which the failure rate seems to have been overstated a bit over the years. While they are not perfect, the 6. 0L’s injections are reliable when treated in order to proper maintenance (regular oil modifications and new fuel filters), thoroughly clean fuel, and fed sufficient provide pressure from the lift pump. Nevertheless , if coolant makes its way into the essential oil, they can head south quickly. Amazingly, a lot of injector-related issues revolve close to improper installation (such as a folded O-ring, over-tightened injector holddown, or even hold-downs that haven’t been rpm enough).
The main reason the 6. 0L’s injections get such a bad rap involves stiction above anything else. A trend where oil coking causes chaffing within the spool valve along with blocking oil flow (remember, the spool valve is what allows high-pressure essential oil to enter the injector), stiction is certainly behind most of the rough cold begins the 6. 0L is well known for. With stiction in the combine, the injectors’ inability to fire correctly leads to poor and inconsistent in-cylinder atomization, excess smoke, erratic nonproductive, and failed cylinder contribution lab tests.
High-pressure oil issues are extremely common for the 6. 0L, which was rarely actually a concern with the HEUI-fired 7. 3L that preceded it. Even the high-pressure oil pumps themselves fail. With regard to whatever the reason, the HPOP’s on ’03-’04 engines seem to keep operating because they become weaker while later penis pumps (’05-‘07) tend to either be good or even bad. A suspected bad HPOP will fail to build enough shot control pressure (ICP) to start the particular engine, but it warrants a look at the particular IPR valve first. If the display screen on the end of the IPR has been broken chances are good that the pump consumed something.
One of the more infamous issues ’04. 5-’07 6. 0L owners face is really a hard-start or no-start condition whenever warm. Nine times out of ten the culprit is the snap-to-connect (STC) fitted on the back of the high-pressure essential oil pump that links the HPOP’s outlet to the branch tubes (which route oil into the stand-pipes, then on to the oil rails in every head). As the branch tubes vibrate and flex, the STC fitting’s two-piece seal sees excessive use, and eventually begins to leak oil. Once the engine is cold and the essential oil is thick, it starts such as normal, but when it’s warm (and the oil is thinner) this won’t fire off again. Incorporating insult to injury, the six. 0L’s HPOP is gear-driven in the back of the engine under its own protect, which means accessing the STC fitted calls for a healthy amount of labor.
Long turn, no-start, surging throttle, rough nonproductive, high IPR duty cycle psychic readings, and poor performance are all the signs of a high-pressure oil leak somewhere within the 6. 0L’s HEUI system. Quite often the leak is traced to a bad O-ring on a high-pressure remain pipe (shown), a dummy connect, a cracked branch tube, or maybe the aforementioned STC fitting on the back again of the HPOP.
Many of the 6. 0L’s drivability complaints are associated with adhering vanes in the Garrett GT3782VA turbocharger. This issue is common in trucks that will spend the majority of their time idling, steady-state cruising, or parked within the driveway. When the moveable vanes (which vary the amount of exhaust gases instructed across the turbine wheel) aren’t practiced regularly, they can fail to move whatsoever. Turbo lag or zero higher rpm power and a P0299 program code stored in the PCM are telltale signs that it’s time to thoroughly clean the turbo.
Functionality of the electronically managed variable geometry turbocharger is highly dependent on a working exhaust backpressure (EBP) sensor and a clean line comprising from the EBP sensor to the motorist side exhaust manifold. If the messfühler fails or the line plugs upward, an inaccurate back pressure reading is definitely sent to the PCM, a P0470 and/or P0299 code can be tossed, and the turbo’s VGT operation is going to be hindered.
A seized unison ring is nearly always the guilty party within a stuck turbo situation. The unison ring is the component that goes all of the variable vanes at once. In order to hasn’t seen its full working range in a while, rust and corrosion has a tendency to form, causing it to concrete itself in one position. In most cases, tugging the turbo and treating it to some thorough cleaning by way of a Scotch-Brite protect and a die grinder is all that is required to get the VGT fully functional once again.
Probably the sneakiest killer of 6. 0L performance is the fuel injection manage module (FICM). Tasked with delivering the precise voltage to each injector solenoid in order to fire it, the particular FICM has to operate at 48-volts at all times, including at key-on even though cranking the engine over. Exactly what newcomers and outsiders to the six. 0L world don’t know is the fact that when the batteries become weaker as well as the engine gets harder and harder to start, the particular FICM is dying as well. Because the driver side of the FICM breaks down, the FICM will gradually deliver lower and lower voltage the particular injectors’ way, all while overall performance suffers.
It’s common to find hairline breaks in the 6. 0L’s cast-iron canister heads (and the same goes for the particular 6. 4L’s heads), but when they protrude into the valve seats it is time to start over. A crack that will spans into an exhaust control device seat is usually a hint that the motor saw elevated EGT on several occasion, and maybe even a fair quantity of abuse.