This excessive soot can cause the VGT vanes to stick open. When that occurs, throttle response suffers and turbo spooling times increase. The turbocharger can sometimes be cleaned by running the truck hard, otherwise, the turbocharger needs to be removed and cleaned thoroughly.
Early 6. The collection of oil in the turbocharger can result in the oil cooking. This has been the root cause of many all-out turbocharger failures in the 6. Want recommendations on an aftermarket turbocharger upgrade for your 6.
Stiction can cause a number of problems including hard starts, and the truck running rough when cold. The HEUI injectors are very sensitive to poor fuel and oil quality. The high pressure oil pump pressurizes the engine oil. Then, the injectors use this oil to compress fuel. These high pressure oil pumps are known for complete failures and leaking seals on the 6. You may need to replace it too. The factory Degas bottle in 6. They crack at the seams and it can result in loss of coolant!
Invest in a solid aluminum Degas bottle like the Mishimoto Degas Bottle pictured below. Make sure you get a new factory cap too! What can you do to improve longevity on your 6. For starters, consider not upgrading to performance parts unless it is a product that provides a solution to one of the above problems. Replace problem parts early, before you start having issues! Be religious when it comes to your trucks maintenance.
Change the oil every 5, miles. Use high quality oil and consider using additives. Make sure you buy diesel from quality gas stations that have quality fuel. You can often identify the start of a problem early. For more information on the Ford SuperDuty Diesel trucks with the 6.
The other percent of the time, the EGR cooler plugs up with soot, carbon, and oil vapor deposits. And for as many updates and improvements Ford implemented on the 6. This is due to its larger internal passageways.
Positioned downwind of the EGR cooler and at the front of the intake manifold, the EGR valve routes exhaust gases back into the 6.
Rather than some modern EGR valves, which have been located on the hot-side to help cut soot accumulation, it tends to plug up quickly—oftentimes within 20, miles. Once the deposits add up, the valve will stick and the truck will suffer from hesitation, excessive smoke, and low power.
Affected components include the aforementioned EGR valve and EGR cooler, the intake manifold, cylinder heads, and especially sensors. The intake air temperature IAT sensor shown here was chock full of gunk after just 19, miles, which should give you an idea what the living conditions are like inside the 6.
Even with a perfectly healthy oil cooler, the 6. Here you can see what an overdue coolant flush looks like from left to right , with five flushes being required to fully clean out the cooling system. Head to block clamping force is extremely important in any diesel engine thanks to the immense cylinder pressure they produce.
Most industrial-grade diesels incorporate at least six head bolts per cylinder, which includes both the Cummins and Duramax competition. Unfortunately for power junkies, Navistar designed the 6. At the factory hp rating, this proves sufficient for the most part although stock trucks that tow heavy can still lift the heads , but adding rwhp through the use of a programmer pushes them to the brink. An even bigger problem than having just four head bolts per cylinder is the fact that they only measure 14mm in diameter.
This is because the head bolts were upsized to 16mm in diameter on the 6. Torque to yield head bolts are nothing new, but once they stretch beyond their yield point permanent elongation occurs. There were a host of problems that led to total failure on these Powerstrokes but the main source of that was an oil cooler that was inside the block. So engine oil flowed around it while coolant flowed through it but over time, the coolant side of the oil cooler would get all clogged up with sediment and therefore not cool the engine oil like it was supposed to and at the same time, reduced coolant flow to the EGR cooler.
Another issue the truck was that it used a high-pressure oil pump which also was located in the valley of the engine in the first few years and it was prone to failure because of poor quality materials and the gears that the pump would develop stress cracks and just eventually shatter or chew the teeth right off and boom, you got no oil pressure.
So Ford fixed it for and up-trucks, except this time they had O-ring failures which eventually still led you to not having oil pressure. We've still got more problems to go over. Both the 7. Less is not more. With any sort of performance upgrades, more boost, and more cylinder pressure, these cylinder head bolts can actually stretch past their torque specs and you guessed it, failed.
Failure of these bolts means blown head gaskets or warped or cracked head, yet again, leaving you stuck. Well, we're glad you asked. Posted by John Anderson on Jan 12th I wish I had a nickel for every time I have been asked this question. The answer is it depends. Anyone who has been around the diesel pickup market for more than ten minutes has probably heard 6. They are real. People have really spent a lot of money trying to fix this engines with dismal results. One of the biggest problems with these engines is the overly complicated way that every system is set up on these trucks.
The injection system is a high pressure oil controlled system that most people cannot wrap their head around. Engine oil is pressurized up to 4, psi to controlled injection pressure at the fuel injector nozzle. So instead of just having to figure out the fuel side of things when you have a problem, you also have another system that controls it that is plagued with issues.
Next the turbocharger is also controlled by oil pressure to move the turbo veins. So you are asking a lot out of the engine oil. What do we all notice about diesel engine oil? Sounds like problems just waiting to happen. You have all the ingredients for a real shit sandwich.
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