HAVING MAJOR ENGINE ISSUES WITH YOUR 03-07 FORD POWERSTOKE 6.0L DIESEL TRUCKS? ARE YOU LOOSING LARGE AMOUNTS OF COOLANT OUT OF THE RESERVIOR BOTTLE? ARE YOU GETTING WHITE STEAM OUT OF THE EXHAUST PIPE? ENGINE RUNNING ROUGH? HAVE A CHECK ENGINE LIGHT? ENGINE OVERHEATING? WHITE RESIDUE IN ENGINE COMPARTMENT AND UNDER HOOD?
IF YOU HAVE ONE OR MORE OF THE SYMPTOMS ABOVE YOU NEED TO BRING YOUR POWERSTOKE 6.0L DIESEL IN TO T&R PERFORMANCE IMMEDIATLY. LET US FIX YOUR TRUCK BEFORE MORE EXPENSIVE DAMAGE IS DONE. DON'T LET THE FORD DEALER INSTALL SUBSTANDARD PARTS ON YOUR TRUCK THAT ARE JUST GOING TO FAIL AGAIN!! LET T&R PERFORMANCE 'BULLETPROOF' YOUR POWERSTROKE!!
WHAT WE DO:
UPGRADED EGR COOLER THAT WILL NOT FAIL EVERY 20,000-50,000 MILES LIKE FACTORY UNIT.
UPGRADED ENGINE OIL COOLER THAT WILL NOT PLUG UP LIKE FACTORY UNIT AND WILL GREATLY REDUCE ENGINE OIL TEMPS.
ARP HEAD STUDS WITH MLS STYLE HEAD GASKETS TO REPLACE FACTORY TORQUE-TO-YIELD HEAD BOLTS.
HIGH PRESSURE OIL PUMP SCREEN IS UPGRADED FROM PLASTIC (WHICH IS PRONE TO CRACKING) TO HIGH STRENGTH STAINLESS STEEL SCREEN TO PROTECT EXPENSIVE FUEL INJECTORS FROM DEBRIS.
REMOTE MOUNTED HIGH CAPACITY OIL FILTER TO REPLACE SMALL CAPACITY CARTRIDGE STYLE FACTORY FILTER.
OTHER UPGRADES AVAILABLE:
HIGH FLOW EXHAUST SYTEMS
FUEL ECONOMY/PERFORMANCE ENGINE PROGRAMMERS
ALL ALUMINUM RADIATORS (NO PLASTIC END CAPS LIKE FACTORY TO CRACK AND LEAK).
Common 6.0L Power Stroke Problems
6.0L Power Stroke Problems and Consequences
The 6.0 liter Power Stroke is a popular powerplant, despite a bundle of issues that plagued many of the early engines. The 6.0 is powerful, durable, & can be reliable. There are more than enough satisified 6.0L owners to back those statements up. However, some of the 6.0L components are prone to problems, especially when maintenance is neglected or the performance is increased by means of aftermarket components.
6.0L Power Stroke TTY Head Bolts
The 6.0L Power Stroke uses Torque to yield (TTY) head bolts to secure the cylinder heads. The stock TTY head bolts do a mediocre job of equalizing the clamping force of the had bolts. The head bolts are also much more prone to stretching than head studs, and under high cylinder pressures are prone to fail. For a 6.0L that remains completely stock, the TTY head bolts are suitable. However, for modified engines or engines that are under constant load, the stock head bolts are a weak link in the 6.0L. Additionally, the EGR system can cause high coolant temperatures or turbo overboost situations. High coolant temperatures may cause slight warping of the cylinder heads, which can lead to head bolt failures. Too much turbo boost can result in increased cylinder pressures and cause the TTY bolts to stretch. This causes blow head gaskets.
6.0L Power Stroke EGR (Exhaust Gas Recirculation)
The EGR coolers on the 6.0 liter Power Stroke are prone to clogging due to oil & soot build up, which can cause them fail. A failed EGR cooler may contribute to high coolant temperatures of coolant loss. EGR valves are also notorious for failing due to soot build up, which can lead to over-boosting of the turbocharger. To prevent this, the EGR valve should be cleaned routinely. Excessive idling and poor fuel quality can clog the EGR valve rapidly. The efficiency of a diesel engine is reduced at idle due to low combustion temperatures, resulting in increased particulate production. Ford recommends a minimum diesel fuel cetane level of 45 for maximum quality. Motorcraft manufactures a fuel additive for the Power Stroke which is recommended and verified safe by Ford Motor Company. EGR valve issues are not necessarily a design flaw, but rather due to the nature of a diesel engine. EGR cooler issues are related to inadequate design. 2004+ EGR coolers are more prone to failure. 2003 coolers are round, while 2004+ EGR coolers are square (and longer than the 2003 cooler).
6.0L Power Stroke Turbocharger
The 6.0L Power Stroke is equipped with a variable geometry turbocharger (VGT). The 6.0L turbocharger is very efficient & provides quick spooling with plenty of airflow through peak RPM. However, the vanes of the VGT that control the displacement of the turbo are prone to sticking from soot build up. If the vanes stick, performance will be sacrificed and the engine may experience a lot of turbo lag. The vanes can often by cleared by operating at WOT for a short period of time, spinning the turbine to a high enough RPM to free the vanes of soot. Additionally, the oil drain tube on early 6.0L Power Strokes is restrictive and can lead to turbocharger failure in some rare situations.
6.0L Oil Cooler Failure
Residual sand not removed during the casting process can clog the coolant side of the oil cooler. Old or sludgy oil can clog the oil side of the cooler. Failure can result in oil being introduced into the cooling system, or coolant overheating, which may result in serious engine damage. Aftermarket coolant filters may prevent particulate from clogging the coolant side of the cooler. Using proper engine oil and changing the oil at the recommended oil change intervals can also prevent failures. Aftermarket bypass oil filters may also prevent problems. Ford also recommends changing the engine coolant at the recommended intervals. Failure of the oil cooler has been related to head gasket failures.