6.0l powerstroke

[STED9r]

Just now seeing this, I work on these daily. Not answering a bunch of pm's but I'll give some insight on here real quick.

Don't toss the hpop, higher probability that it's a simple oil leak, or slow ipr.
Bullet proof? Well, the phrase was coined by bullet proof diesel.
Get arp studs, oem head gaskets, bullet proof egr cooler, updated egr valve AND 6.4 push rods. 6.4 push rods have a thicker wall and just slightly shorter, to keep rockers from stress.
New updated stc fitting and might as well go into an updated stand pipe kit.
Have the intake cold tanked or new intake manifold.
Have temp sensor in intake cleaned or replaced, they're cheap.
Bullet proof sells kits. They even use oem oil coolers, gaskets, o-rings etc.

Want to get rid of ele controlled fan clutch? Buy the adapter so you can use mechanical 1997 fan clutch and alleviate that issue, ele has been know to shut mtr down when fan eats wire harness for lunch and wires cross and short

If you're into it this far......thermostat and water pump. Split turbo and clean unison ring.

Don't ditch the egr system. Keeps combust temps down, which keeps egt down.

Remote oil cooler or oil filter is your candy. Baldwin and Wix confusion right now and many can't find right filter now. If you keep oil system stock, and take unit in to buckeys, Walt's, firestone etc, for services, just sell it. They use bad filters and cheap mis labeled bulk oil.

Simple things such as an over charged or plugged a/c system will raise temps at condenser, which transfers heated air to radiator, same with a bad tc or slipping trans.

Stick with stock ficm. Seeing lots of burned inj coils. Stock works just fine and seat of pants dyno won't feel any different, but wallet will.

Watch aftermarket injectors........ many sell as new, but internals are cleaned and used. Oem are all new internals and coils, with warranty. The 6.0 sticks are so small, there's no room for error.

[DRobnsn]

Just now seeing this, I work on these daily. Not answering a bunch of pm's but I'll give some insight on here real quick.

Don't toss the hpop, higher probability that it's a simple oil leak, or slow ipr.
Bullet proof? Well, the phrase was coined by bullet proof diesel.
Get arp studs, oem head gaskets, bullet proof egr cooler, updated egr valve AND 6.4 push rods. 6.4 push rods have a thicker wall and just slightly shorter, to keep rockers from stress.
New updated stc fitting and might as well go into an updated stand pipe kit.
Have the intake cold tanked or new intake manifold.
Have temp sensor in intake cleaned or replaced, they're cheap.
Bullet proof sells kits. They even use oem oil coolers, gaskets, o-rings etc.

Want to get rid of ele controlled fan clutch? Buy the adapter so you can use mechanical 1997 fan clutch and alleviate that issue, ele has been know to shut mtr down when fan eats wire harness for lunch and wires cross and short

If you're into it this far......thermostat and water pump. Split turbo and clean unison ring.

Don't ditch the egr system. Keeps combust temps down, which keeps egt down.

Remote oil cooler or oil filter is your candy. Baldwin and Wix confusion right now and many can't find right filter now. If you keep oil system stock, and take unit in to buckeys, Walt's, firestone etc, for services, just sell it. They use bad filters and cheap mis labeled bulk oil.

Simple things such as an over charged or plugged a/c system will raise temps at condenser, which transfers heated air to radiator, same with a bad tc or slipping trans.

Stick with stock ficm. Seeing lots of burned inj coils. Stock works just fine and seat of pants dyno won't feel any different, but wallet will.

Watch aftermarket injectors........ many sell as new, but internals are cleaned and used. Oem are all new internals and coils, with warranty. The 6.0 sticks are so small, there's no room for error.

I disagree with the egr comment. Isn't it true the only time the egr is active is during steady states (idle type conditions) and its closed during acceleration or loaded conditions there by eliminating it's operation in the very condition in which high egt's occur. 

[STED9r]

Just now seeing this, I work on these daily. Not answering a bunch of pm's but I'll give some insight on here real quick.

Don't toss the hpop, higher probability that it's a simple oil leak, or slow ipr.
Bullet proof? Well, the phrase was coined by bullet proof diesel.
Get arp studs, oem head gaskets, bullet proof egr cooler, updated egr valve AND 6.4 push rods. 6.4 push rods have a thicker wall and just slightly shorter, to keep rockers from stress.
New updated stc fitting and might as well go into an updated stand pipe kit.
Have the intake cold tanked or new intake manifold.
Have temp sensor in intake cleaned or replaced, they're cheap.
Bullet proof sells kits. They even use oem oil coolers, gaskets, o-rings etc.

Want to get rid of ele controlled fan clutch? Buy the adapter so you can use mechanical 1997 fan clutch and alleviate that issue, ele has been know to shut mtr down when fan eats wire harness for lunch and wires cross and short

If you're into it this far......thermostat and water pump. Split turbo and clean unison ring.

Don't ditch the egr system. Keeps combust temps down, which keeps egt down.

Remote oil cooler or oil filter is your candy. Baldwin and Wix confusion right now and many can't find right filter now. If you keep oil system stock, and take unit in to buckeys, Walt's, firestone etc, for services, just sell it. They use bad filters and cheap mis labeled bulk oil.

Simple things such as an over charged or plugged a/c system will raise temps at condenser, which transfers heated air to radiator, same with a bad tc or slipping trans.

Stick with stock ficm. Seeing lots of burned inj coils. Stock works just fine and seat of pants dyno won't feel any different, but wallet will.

Watch aftermarket injectors........ many sell as new, but internals are cleaned and used. Oem are all new internals and coils, with warranty. The 6.0 sticks are so small, there's no room for error.

I disagree with the egr comment. Isn't it true the only time the egr is active is during steady states (idle type conditions) and its closed during acceleration or loaded conditions there by eliminating it's operation in the very condition in which high egt's occur.

No, it is modulated at different levels. Whether load, throttle position, rpm, temp etc etc etc.
It is a normally closed valve. It does not get a signal and just open up, it is modulated through the rpm and load range depending on a number of different parameters.
It is there to lower combustion temps so nitrides(or nitrates I forget) of oxygen is limited.

[DRobnsn]

I understand it's modulated but it's main function is to reduce NOx, and yes combustion temps drop to accomplish NOx reduction but it's not used to reduce combustion temps for longevity, its only for emissions purposes. I've monitored several 6.0s for diagnosis reasons and have yet to witness the ecm commanding any egr percentage during a scenario where egt's are high. If what you say about egr removal were the case guys would be burning holes in pistons and blowing head gaskets left and right after deleting and you just don't hear of it. Do those things happen, yes but it's mostly from abuse,over fueling,or towing heavy with big tunes.

[STED9r]

I understand it's modulated but it's main function is to reduce NOx, and yes combustion temps drop to accomplish NOx reduction but it's not used to reduce combustion temps for longevity, its only for emissions purposes. I've monitored several 6.0s for diagnosis reasons and have yet to witness the ecm commanding any egr percentage during a scenario where egt's are high. If what you say about egr removal were the case guys would be burning holes in pistons and blowing head gaskets left and right after deleting and you just don't hear of it. Do those things happen, yes but it's mostly from abuse,over fueling,or towing heavy with big tunes.

You're right, pcm does no modulate due to egt temps, at all.
But, when you are pulling Blewett pass with 15k lbs on the back and even at 60% throttle to not fill the basement with parts, the egr is being modulated which helps lower egt temps, which allows for a more throttle.
Yet, there is a limit. We have done hundreds of miles of exactly that kind of real life testing, with the engineer's that built the damn things running the lap top in pax seat.

[2labs]

Or just bring back the 7.3! Without  the urea injection and all the other crap. You go Al Gore!
You guys struggle to get 15-16 miles a gallon, with a 50k truck!
The old Cummins got great mileage, the 7.3 gets great mileage . Both will pull a house over the pass!  But lets fix that! Diesels put out way less Co2 than a gasser.
Lets re invent that wheel. How many people do I know that have taken that new diesel in with fuel issues? A lot! One friend with a Isuzu / duramax . Couldn't figure it out.ended up putting a F.A.S.S system on it and getting rid of it.

[Special T]

I have talked to several customers that are going back to gassers  because there is much less advantage to the new diesels than the older ones.

[2labs]

It's ok our gov is here to help. Lets take a very efficient engine and screw with it!

[DRobnsn]

I understand it's modulated but it's main function is to reduce NOx, and yes combustion temps drop to accomplish NOx reduction but it's not used to reduce combustion temps for longevity, its only for emissions purposes. I've monitored several 6.0s for diagnosis reasons and have yet to witness the ecm commanding any egr percentage during a scenario where egt's are high. If what you say about egr removal were the case guys would be burning holes in pistons and blowing head gaskets left and right after deleting and you just don't hear of it. Do those things happen, yes but it's mostly from abuse,over fueling,or towing heavy with big tunes.

You're right, pcm does no modulate due to egt temps, at all.
But, when you are pulling Blewett pass with 15k lbs on the back and even at 60% throttle to not fill the basement with parts, the egr is being modulated which helps lower egt temps, which allows for a more throttle.
Yet, there is a limit. We have done hundreds of miles of exactly that kind of real life testing, with the engineer's that built the damn things running the lap top in pax seat.

Then why is it you don't hear or see 6.0's with scattered engines due to the egr removal all over the highways and enthusiast forums? There's allot of them out there.

[2labs]

I understand it's modulated but it's main function is to reduce NOx, and yes combustion temps drop to accomplish NOx reduction but it's not used to reduce combustion temps for longevity, its only for emissions purposes. I've monitored several 6.0s for diagnosis reasons and have yet to witness the ecm commanding any egr percentage during a scenario where egt's are high. If what you say about egr removal were the case guys would be burning holes in pistons and blowing head gaskets left and right after deleting and you just don't hear of it. Do those things happen, yes but it's mostly from abuse,over fueling,or towing heavy with big tunes.

You're right, pcm does no modulate due to egt temps, at all.
But, when you are pulling Blewett pass with 15k lbs on the back and even at 60% throttle to not fill the basement with parts, the egr is being modulated which helps lower egt temps, which allows for a more throttle.
Yet, there is a limit. We have done hundreds of miles of exactly that kind of real life testing, with the engineer's that built the damn things running the lap top in pax seat.

Then why is it you don't hear or see 6.0's with scattered engines due to the egr removal all over the highways and enthusiast forums? There's allot of them out there.

Like I said. Read above.

[longwalker]

Or just bring back the 7.3! Without  the urea injection and all the other crap. You go Al Gore!
You guys struggle to get 15-16 miles a gallon, with a 50k truck!
The old Cummins got great mileage, the 7.3 gets great mileage . Both will pull a house over the pass!  But lets fix that! Diesels put out way less Co2 than a gasser.
Lets re invent that wheel. How many people do I know that have taken that new diesel in with fuel issues? A lot! One friend with a Isuzu / duramax . Couldn't figure it out.ended up putting a F.A.S.S system on it and getting rid of it.

If you ca. Tell me the trick to getting "great mileage " with my 7.3 I'm all ears. Love my 7.3 wouldn't have anything else but 13.5mpg is not great by a long shot

[Special T]

According to industry experts in the truck driving world, the DRIVER is the biggest factor in fuel efficiency. 

[DRobnsn]

I understand it's modulated but it's main function is to reduce NOx, and yes combustion temps drop to accomplish NOx reduction but it's not used to reduce combustion temps for longevity, its only for emissions purposes. I've monitored several 6.0s for diagnosis reasons and have yet to witness the ecm commanding any egr percentage during a scenario where egt's are high. If what you say about egr removal were the case guys would be burning holes in pistons and blowing head gaskets left and right after deleting and you just don't hear of it. Do those things happen, yes but it's mostly from abuse,over fueling,or towing heavy with big tunes.

You're right, pcm does no modulate due to egt temps, at all.
But, when you are pulling Blewett pass with 15k lbs on the back and even at 60% throttle to not fill the basement with parts, the egr is being modulated which helps lower egt temps, which allows for a more throttle.
Yet, there is a limit. We have done hundreds of miles of exactly that kind of real life testing, with the engineer's that built the damn things running the lap top in pax seat.

Then why is it you don't hear or see 6.0's with scattered engines due to the egr removal all over the highways and enthusiast forums? There's allot of them out there.

Like I said. Read above.

Read what? Neither of your posts say anything about EGR removal, which is what Sted and I are talking about.

[Maverick]

6.0s are actually a powerful engine once bullet proofed and some other things. Put 10 grand into one and you'll love it. A buddy of mine in.tri cities did his a little while back and loves it.

[b23]

With the exception of the haters, who are typically ill informed, everything I've read about the 6.0 and people of talked to that are diesel specialists, all said the same thing, that the 6.0 was/is a high tech motor that is capable of a lot more than just a bad rep.  Unfortunately, the powers to be at IH or Ford and who you blame depends on which side you choose, didn't complete the package and left a couple areas of that motor with either poorly designed or piss poor quality parts.  The stock EGR cooler being one of, if not, the worst offender.  Had this motor been built with a better designed EGR cooler and been assembled with head studs instead of the head bolts, it's likely many if not most, would think differently toward the 6.0.

I bought a brand new one in 2004.  Installed the Edge tuner and AFE air filter within the first 3000 miles.  I took it in for the wiring chafing recall within the first year.  Around 2007 I lost the first EGR cooler and was replaced under warranty.  Lost the second EGR cooler around 2011 and had it replaced with the BulletProof EGR cooler.  Sold it to my dad in 2012 and he is still driving it and towing a 10,000lb boat with not a single problem since.  He priced new trucks awhile back and decided there is nothing a new $60,000+ truck can do that his won't and if he ever has a concern with that 6.0 he'll put ARP studs in it and maybe an external oil cooler from Bulletproof.