A Few Tips For Maintenance...

The 6.0L can either be a very reliable motor or one that seems to be plauged by problems. The most common problems that people experience during their ownership of these platforms are EGR Valve failure, Injector failure, Head Gasket failure, and Turbo failure. Although some trucks experienec legitimate engine failures and broken parts, many of the commone problems can be associated to either lack of proper maintenance and/or owner abuse. This next series of posts are designed to take each one of these problem areas and explain alittle bit more about them: why they happen and how to prevent them.

1. EGR Valve failure: The EGR Valve is a sensor that actuates the internal valve of the EGR Cooler. Thus determining how long the valve should stay open and therefore how much exhaust gas to recirculate to reduce emissions output. Because spent exhaust gases travel through this valve constantly while the truck is running it can easily become clogged or sticky. This happens when soot (also known as the partially burnt fuel in the exhaust gas) travles through the EGR Valve and becomes stuck to the sensor/valve assembly. This can lead to the valve not working properly and thus causing EGR Cooler failures and even blown head gaskets from the super heated exhaust flash boiling the coolant.

The Fix/Prevention: The easiest way to fix/prevent this is to make sure to check your EGR Valve for build up each time you change the oil. The proper way to do this can be found here http://competitiondiesel.com/forums/showthread.php?t=392. Basically park your truck with the front end slightly down hill. Next remove the two 8mm bolts that hold the valve in place and remove the valve. The removal can be a little tricky because it is vacum sealed into the port, but once it moves the first 1/8th of an inch it will just pop right on out. Check the valve for soot build up and clean if needed with a soluable cleaners such as Parts Washer. Next check the floor of the intake manifold for wetness. If the intake manifold is in fact wet, then you have a problem brewing with the EGR Cooler, meaning it is leaking coolant into your intake manifold. The advisable action to fix this would be to either take it to a dealership for EGR Cooler replacement or you cand do it yourself!

Here is what a clogged/sooted up EGR Valve looks like: http://i179.photobucket.com/albums/w289/fordzilla_photos/Truck/DSC00827.jpg

Here is an example of an intake manifold with a leaking EGR Cooler: http://i179.photobucket.com/albums/w289/fordzilla_photos/Truck/DSC00832.jpg

Here is the Valve from the first picture cleaned and ready to be re-installed:

http://i179.photobucket.com/albums/w289/fordzilla_photos/Truck/DSC00834.jpg

The Next post will address the problems related to Injector Failures!

The More You Know...

Before you can start to modify your Powerstroke; it is very important to understand as much as you possibly can about how it works. This may seem alittle silly but understanding each component of the motor and how they all work together is a very important piece of knowledge to have not only for modifying your rig but for keeping it in tip top shape! So for today's post, I will be discussing the characteristics and specifications of the 6.0L Powerstroke.

The 6.0L Powerstroke is in all statistical purposes a rebadged and recalibrated International VT365 powerplant. The only differences are slight higher horsepower and torque ratings boasted by a more aggresive factory engine calibration. It first entered Ford's Super Duty line up in 2003. It was adopted because of the strict and ever changing emissions standards the automotive industry faced. It begain phasing out the 7.3L Powerstroke in mid model year 2003 trucks. When it was first developed the 6.0L was accepted as a revolution in the diesel community. It incorporated one of the first factory emissions control systems; known as the EGR (Exhaust Gas Recirrculation) System which drastically cut the emissions output of the motor. Another first was the adoptation of newer technological advances in Turbo design. The 6.0L was the first mass production medium duty diesel to introduce the Variable Geometry Turbo. The VGT helped to reduce turbo lag leading to increased low end throttle response and acceleration. Despite having 1.3L less displacement than its predecessor, the 7.3L, the 6.0L was able to deliever a vast improvement in both performance and fuel economy. This use of innovative technology landed the 6.0L a spot on the Ward's 10 Best Engines of 2003 list.

6.0L Specs:
Displacement: 365 cu. in.; 6.0 Liters
Configuration: V-8
Compression Ratio: 18.0:1
Bore: 3.74 inches
Stroke: 4.13 inches
Injection: Direct Injection, Electro Hydraulic Generation Two (G2) Injection Technology
Aspiration: Single Variable Geometry Turbo (VGT)
Valvetrain: Single Gear Driven Camshaft; 4 Valves per Cylinder (32 Valve)
Oil Capacity: 15 Quarts
Weight: Approx. 966 lbs
Horsepower(peak): 325 hp @ 3,300 rpm
Torque(peak): 570 lb-ft @ 2,000 rpm

A Little About This Blog

In April of 2005 I became the proud owner of a 2005 Ford F-250 Super Duty equipped with the 6.0 Powerstroke Turbo Diesel. I have spent the past five years modifying this truck to my own personal liking and needs. This was the first diesel truck that I have ever owned, so I was alittle behind the curve when it came to knowing the ins and outs of not only maintenance but also modifications. So I began to search anywhere I could to find information and answers to my questions.
During my searching I discovered one thing rather quickly; there is alot of information floating out there in cyber space reguarding these trucks. I developed this blog because I believe it is important to assimilate this very important information into one centralized location. I will be updating this blog with posts designed to give insight into the proper maintenance techniques and tips to make your 6.0 Powerstroke run for a long time. I will also be doing comparisions and write ups of how to install some of the more popular modifications that will lead to not only increased performance but also fuel economy.
If you have a specific question or something to contribute, please feel free to leave a comment and let me know what is on your mind! Thanks for checking out this blog!