EGR Valve Issues
The 6.0L EGR system uses a electronic solenoid-operated EGR valve with a built-in position sensor. The EGR system recirculates exhaust gases to cool combustion temperatures and reduce the production of oxides of nitrogen. Oxides of nitrogen produce brown smog and acid rain, as explained in our Exhaust Emissions article. The EGR valve is prone to occasional sticking due to carbon buildup, as well as failure of the position sensor. The best way to prevent problems with the EGR valve is to avoid excessive engine idling, and to take extreme care when cleaning the valve. The EGR system operates during engine idling, and the low exhaust backpressure present during engine idling means that EGR gases flow at relatively low speed through the EGR valve. This allows the carbon soot to deposit on the EGR valve, which may require periodic cleaning. If the EGR valve is to be cleaned, extreme care should be taken to avoid allowing cleaner or other liquids and debris to enter the EGR valve solenoid housing, as this can lead to failure of the position sensor located inside the top of the EGR valve assembly.
Common symptoms of improper EGR valve operation mirror those of improper VGT operation. When the EGR valve sticks open or is opened further than desired due to position sensor failure, boost pressure is allowed to escape from the intake manifold and enter the exhaust through the EGR cooler. EGR valve performance issues often lead 6.0L Powerstroke owners to install EGR delete kits. While removing the EGR system does eliminate the problems with the EGR valve, it is important to note some of the drawbacks of removing the EGR system, discussed in our EGR Delete Concerns article.
Turbocharger Issues
The 6.0L uses a Variable Geometry Turbo. This VGT is prone to sticking, which can happen over time due to normal carbon buildup inside the turbo, and can happen very rapidly if there are engine misfires or other fuel system problems. Excessive exhaust smoke, misfires or a lack of power should be address as soon as possible, since they may be signs of turbocharger or other problems which can lead to additional damage if left unaddressed. Carbon buildup in the VGT is usually repairable without replacement of the turbo, provided it is addressed early. Additionally, the turbo can become seriously damaged if there are significant engine misfires, or from the use of performance programmers which tend to increase exhaust gas temperatures beyond safe levels.
For more on turbocharger operation symptoms, see the EGR valve section below.
Head Gasket Issues
Head gasket failure, also known as "blown head gaskets," has proven to be an inevitable problem on the 6.0L Powerstroke, particularly on vehicles with performance tuners and those that tow heavy loads. The best way to prevent head gasket failure and damage to the cylinder heads is to perform an ARP Head Stud Installation preventively, rather than waiting for a serious problem to arise. When performed preventively, less material can be shaved from the surface of the cylinder heads, and there is less of a chance that cylinder heads will be damaged beyond repair due to head gasket leakage.
Common symptoms of head gasket failure include coolant residue on and around the coolant expansion bottle, and intermittent overheating under heavy load. Head gaskets on the 6.0L leak due to expansion, or stretching, of the stock cylinder head bolts. As the engine heats and cools, the cylinder heads, engine block, gaskets and bolts expand and contract. During periods of high localized heating, such as when pulling a hill under load, the expansion of the cylinder head bolts causes the clamping force they exert on the cylinder head gaskets to reduce to less than that of the force of engine combustion pressures, which breaks the seal between the surfaces. When this happens, combustion escapes from the cylinder head and begins to damage the surface of the cylinder head, engine block and gasket. Combustion pressure leaks into the cooling system, causing coolant to be expelled from the coolant pressure cap, and in the early stages will not cause coolant to enter the combustion chamber. In fact, a 6.0L in the early stages of head gasket failure will usually pass extended cooling system leakdown tests. It is also very common for drivers who only tow with their 6.0L for recreation in summer to notice coolant loss and overheating during a summer trip, and experience no problems all winter until their next trip.This intermittent combustion leak is due to the higher-than-normal combustion pressures and temperatures present when towing.
Fuel Injection System Issues
A few fuel system failures are common to the 6Liter, such as fuel injector failure and high pressure oil system leaks. Fuel injector failures are commonly caused by improper installation of new or reinstallation of existing fuel injectors, as well as poor fuel quality and improper fuel filter maintenance. The best way to prevent fuel system problems is to maintain your engine oil and fuel filters, using only genuine Motorcraft fuel filters due to their exclusive patented features. Oil should be changed roughly every 4,000mi, and fuel filters should be changed at least every other oil change. The use of questionably-sourced biofuels and other low-quality fuels such as off-raod diesel should also be strictly avoided.
It is vital that fuel injectors receive a clean, water-free and constant supply of fuel, and that the high-pressure oil they receive is clean and of the proper viscosity. The most important reason to use Motorcraft fuel filters is the presence of an outer paper layer that is exclusive to the Motorcraft filter, which acts as an additional water barrier. It is also important to address any lack of power or rough idle issues, as this can be a sign of a fuel supply shortage. Fuel acts as a lubricant for the precision components within the fuel injector, and supply shortages can damage the injector due to operation without proper lubrication.
The 6.0L's Fuel Injection Control Module is prone to occasional failure, particularly
The 6.0L's fuel injectors are also operated by high-pressure engine oil, as explained in our Powerstroke Diesel Injection article, and therefore a clean, properly cooled engine oil supply is essential. As explained above and in our 6.0L EGR/Oil Cooler Upgrade article, a clogged engine oil cooler can cause high engine oil temperatures which will damage fuel injectors. The use of a good quality engine oil, such as a full-synthetic or synthetic blend, is also important. Motorcraft's Super Duty Diesel Engine Oil is an example of a synthetic blend that we recommend for the 6.0L, and other Ford diesel engines.
The high-pressure oil system on the 6.0L is also prone to leakage at fittings inside the engine, causing a no-start condition. Oil will leak from the high-pressure oil system back into the crankcase, and therefore this issue will not be evident based on visual inspection of the engine.
The Answers
Owners of the 6.0L Powerstroke often express a desire to replace their trucks with an earlier model Ford or another make, either due to a history of problems with their own truck, or because of worry over potential problems that they have yet to experience. Because this is such a widespread attitude, the 6.0L-powered Super Duty has depreciated significantly in value, offering resale values which are relatively low compared to the very high purchase price the trucks originally demanded, leading to losses which are greater than the cost of maintenance and upgrades which significantly improve the reliability of the 6.0L. The upgrades and maintenance procedures recommended by Fleet Service Northwest, Inc., are the subject of this section.
Engine Oil Cooler Answers
As explained above, the engine oil cooler is a significant reliability issue with the 6.0L. Replacing the oil cooler with another stock oil cooler will provide a temporary fix with a very predictable repeat failure. Fortunately there is a permanent solution which has been developed by Bulletproof Diesel. The Bulletproof Engine Oil Cooler system for the 6.0L has proven to be a great improvement over the stock cooler, not only in its proven reliability, but also in its improved cooling of engine oil.
The Bulletproof Engine Oil Cooler is an air-to-oil cooler which mounts to the rear of the air conditioning condenser. This mounting location allows optimal cooling of engine oil without reducing the performance of the vehicle's air conditioning system. Installation of this cooler helps to reduce engine oil temperatures, especially when towing heavy loads, and eliminates the recurring problems for which the stock engine oil cooler is notorious.
The Bulletproof Engine Oil Cooler kit includes everything which is necessary to install the engine oil cooler, including the oil transfer block, and remote-mounted engine oil filter system. The Full Bulletproof Kit also includes a Bulletproof EGR Cooler at a discounted price compared to buying the coolers separately.
EGR Cooler Answers
The EGR Cooler is another significant source of Powerstroke trouble which Bulletproof Diesel has addressed for both the 6.0L and 6.4L engines. The Bulletproof EGR Coolers for both engines feature lifetime warranties, and have already proven to be a great way to permanently solve an otherwise recurring problem with these engines. The Bulletproof coolers accomplish this through much more robust construction than the stock coolers, and by holding a higher volume of coolant, reducing the likelyhood of coolant boiling within the cooler. This is done without taking up additional space within the engine compartment, as the Bulletproof EGR Coolers are actually made by replacing the internal components in a stock cooler.
Bulletproof Diesel products are available for installation or purchase at factory-direct prices from Fleet Service Northwest, Inc.
Check out our Ford Diesel Store for details.
Turbocharger Answers
While options for upgrading the turbochargers on the 6.0L are extremely limited and unlikely to provide any significant reliability improvements, there are preventive steps that can be taken to reduce the recurrence of turbocharger problems. First, running good quality Ultra-Low Sulfur Diesel, maintaining clean fuel filters, and avoiding fuel system contamination can reduce the production of carbon, lessening the slow buildup of cabon inside the VGT. Addressing misfires, smoke, and low power conditions as quickly as possible can also help prevent rapid buildup of carbon, along with potentially avoiding other serious engine damage that can result from these conditions.
Keeping your control module software updated is one of the best ways to increase the reliability of your VGT. New control module software programs will perform VGT duty cycle sweeps, helping to clear carbon buildup and prevent sticking of the VGT. Fleet Service Northwest can perform control module software updates on all Ford vehicles, as well as several other vehicle makes.
Use of performance programmers and tuners should also be done with care, and exhaust gas temperature, or "pyro" monitors should be installed and observed by the driver under hard acceleration, when towing, or when pulling hills when using increased-horsepower settings.
EGR Valve Answers
There are several EGR delete kits available to eliminate the EGR system on the 6.0L Powerstroke, including the Bulletproof EGR Delete. We recommend maintaining the operation of your EGR system, for the reasons explained in our 6.0L EGR Delete Concerns article. The availability of the Bulletproof EGR Cooler allows the 6.0L's EGR system to perform extremely reliably in nearly all applications, since the largest problem by for is coolant loss through a leaking stock EGR cooler. Issues with the valves themselves are fairly rare, and are more common with trucks that idle for significant periods. Sticking EGR valves can generally be cleaned, and if care is taken to avoid allowing contaminants entering the solenoid and position sensor housing at the top of the EGR valve, cleaning is generally a successful way of maintaining proper EGR valve operation.
It is also a common misconception that removing the EGR system will lower exhaust gas temperatures and increase peak horsepower. EGR systems are actually designed to lower combustion temperatures, and disabling the EGR system will actually raise exhaust gas temperatures under some conditions, while never lowering them. EGR systems also do not operate under high throttle application, meaning that properly working EGR systems have no effect on horsepower when high power is demanded by the driver. For these reasons, we recommend upgrading to a Bulletproof EGR Cooler rather than installation of an EGR delete.
Head Gasket Answers
Our experience with head gasket failure on the 6.0L Powerstroke has shown that proper installation of ARP Head Studs is a long-term solution, and one that can be performed preventively with great results. Most 6.0L owners do wait until they experience head gasket failure to perform a head stud installation, but given the inevitability of this failure, preventive installation of a headstud kit can be a great way to improve the quality of the 6.0L Powerstroke and prevent additional damage that can result from head gasket failure. It is essential that machining of the cylinder head surfaces is performed when replacing head gaskets, despite Ford's stance that the heads cannot be machined. Preventive installation of ARP Head Studs should always be considered when replacing an EGR cooler or engine oil cooler, as this is approximately 1/3 of the labor required to replace head gaskets and would have to be repeated upon head gasket failure.
For trucks with a stock EGR cooler, upgrading or deleting the EGR cooler should be considered a mandatory part of performing a head stud installation. At minimum, the stock engine oil cooler should be replaced with a new stock cooler, and a Bulletproof Engine Oil Cooler should be considered at this time, since it adds only minimal labor when done in combination with head gasket or EGR cooler replacement. Installing upgraded head studs, EGR cooler, and engine oil cooler all at once is the most economical way to eliminate the most severe, otherwise recurring, reliability problems that the 6.0L Powerstroke faces.
Fuel Injection System Answers
As described above, the 6.0L's fuel injectors are lubricated by fuel, and are sensitive to fuel shortages and fuel quality issues. Using Motorcraft fuel filters and replacing them frequently is a good way to lessen the risk of fuel injector damage. Motorcraft fuel filters for both the 6.0L and 6.4L have patented features that are not available even on high-quality aftermarket filters, and as a result, filter water better than most aftermarket filters.
Fuel quality and refueling practices are of equal importance, since contaminants in fuel both cause direct damage and will cause fuel filters to clog more quickly. Fuel shortages due to clogged filters cause fuel injectors to run without lubrication. For this reason, it is essential that only Ultra-Low Sulfur Diesel is run in 6.0L Powerstroke engines, and that fuel filler caps be kept clean and in good condition. Many biodiesels, along with Low-Sulfur Diesel (as opposed to Ultra-Low-Sulfur Diesel), may contain particles which can not only accelerate filter clogging, but can also cause faster wear of precision fuel injection components as some particles will always manage to get past the filter. Fuel supplied by some mobile refueling services can also be problematic if their tanks are not properly maintained and fuel is not properly filtered as it is dispensed. Similarly, refueling in the field from fuel cans should be done with care and as infrequently as possible, since contaminants can easily enter the fuel can or the vehicle's fuel filler neck, particularly at dusty or dirty jobsites. Sealing surfaces of fuel filler caps should also be checked periodically for wear, since dust and debris can enter the fuel filler via a worn fuel filler cap seal.
Checking engine oil on a regular basis and servicing the engine with Motorcraft's Super Duty Diesel Engine Oil is a great way to protect the engine from wear and damage, including damage to the high-pressure oil pump (HPOP) system and high-pressure oil-operated fuel injectors. Maintaining and upgrading the engine oil cooler is also important, as explained above and in our 6.0L EGR/Oil Cooler Upgrade article.
The Full Bulletproof Package
The Full Bulletproof Package is the most economical way to upgrade all of the 6.0L's most serious reliability issues, and includes ARP Head Stud installation combined with Bulletproof EGR and Engine Oil Cooler installation, all at one time. The economy of this service comes from the elimination of repeated labor which would be required if performing each of these upgrades separately. Replacing the EGR cooler and replacing or upgrading the engine oil cooler both require removal of the intake manifold. The labor for each of these services accounts for approximately 1/3 of the labor required for head gasket replacement. For this reason, we recommend that trucks experiencing EGR cooler and engine oil cooler failures receive an ARP Head Stud installation in combination with these repairs.
It has been our experience that many trucks which experience stock EGR cooler failure, and do not receive ARP Head Stud installation at the same time, will experience head gasket failure in a short period of time following EGR cooler failure. This may be attributed to the EGR cooler failure itself, as described above, as well as to the general problem of 6.0L head gasket failure. Even if EGR cooler failure has not contributed in a significant way to head gasket failure, it is a predictable and preventable failure which is more economical to address preventively in combination with, rather than separate from, EGR and engine oil cooler upgrade and repair.
The Decision
Now that we've gone through the 6.0L's more common problems, and the recommended repairs, it may seem to some owners that these trucks aren't worth keeping due to high maintenance costs, especially if you're facing one of the more major repairs at this time. It is important to take all factors into account when considering replacing a truck, since even major repairs are usually a more economical choice. The biggest factor is of course the purchase price of a new or used truck compared to the trade-in value of a 6.0L-powered truck. As mentioned before, the value of these trucks has depreciated due to their widespread problems, and the resulting desire of many owners to replace them with Duramax and Cummins-powered trucks, or other Ford trucks for that matter, has helped keep the resale value of these other trucks high. A new truck payment may be $700 or more, and still requires periodic preventive maintenance, meaning that a new truck may cost $10,000 a year just in payments and maintenance for the first few years.
Most 6.0L trucks are paid for by now, or are nearly paid for, and even in some worst-case scenarios, average yearly maintenance will not come close to the cost of a new truck. Add this to the fact that the Ford Super Duty chassis is more robust and more capable than any other chassis in the light truck market. The powertrains on other trucks may lack the major reliability issues, but the trucks themselves just don't measure up to the legendary Super Duty chassis.
If repairs and upgrades are performed correctly, and the preventive maintenance procedures recommended in this article and by the manufacturer are performed, the 6.0L Powerstroke can serve its owners economically for years to come. This means that the only reason to get rid of most 6.0L-powered trucks is because you are willing to pay more to have something different, or because you no longer need a truck and won't be replacing it. As the saying goes, its usually worth more to you than it is to anyone else.
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