Fallon
Super Member
Since when have diesels had coils? Or been in a F-150?
Ford 6.0 diesel; the good, the bad, the ugly?
- Thread starter Jstpssng
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Paystar
Elite Member
This was in response to 5.4 Ford being the worst engine of all time.
Paystar
Elite Member
As with me buying another 6.0 Powerstoke truck. I bought this 2007 F550 XLT for 15 grand cash. To replace it with new here in Ontario Canada it is $100,000 for truck and deck. The Boss plow is 12 thousand here. And I'm not sure what my VMAC VR70 underhood air compressor system is worth?
So all I know is I can do a LOT of repairs to keep this truck going many many years with $100,000.
It just got a safety for that price, a complete new exhaust system including the catalytic converter, a rebuilt plow pump and the motor was replaced last year and it is ARP head studded and has the Bulletproof egr and oil coolers.
Just gotta paint the deck and replace the missing hood deflector.
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WilliamBos
Super Member
- Joined
- May 1, 2004
- Messages
- 5,276
- Location
- Innisfil, Ontario, Canada
- Tractor
- MF 1635 12x12 Powershuttle
WilliamBos
Super Member
- Joined
- May 1, 2004
- Messages
- 5,276
- Location
- Innisfil, Ontario, Canada
- Tractor
- MF 1635 12x12 Powershuttle
Do not tune the Ford, it will be fine. Ford created a lot of the issues when they cranked the power up, the Motorcraft gold coolant was another issue - flush the coolant out, get it studded. IH never had any issues with the VT365 in trucks.
The Cummins is wrapped in a low quality POS Dodge - go Ford.
spitter
Platinum Member
After having 8 brand new trucks in 40 years I'll go with 5040 on the best truck isn't connected to a payment book .:cool2: And the willingness to take care of and do PM on old trucks extends their life indefinitely. First brand new truck was 9,000 fully loaded. Now they want 90,000 .
There is in no way shape or form I am making 10 times what I made then.And the new trucks don't provide 10 times the service the old trucks did . They got me and my material to work . The worst part of a new truck was the first nick or scratch . Oh yea and driving it off the dealer lot and him telling you a day latter it's worth half as much because it's a used truck.:drink:
There is in no way shape or form I am making 10 times what I made then.And the new trucks don't provide 10 times the service the old trucks did . They got me and my material to work . The worst part of a new truck was the first nick or scratch . Oh yea and driving it off the dealer lot and him telling you a day latter it's worth half as much because it's a used truck.:drink:When I first got this 2006 F350 with the 6.0 engine, I seriously considered just posting it on Craigslist and selling it because of the things I'd heard and read about on the engine, but the body and interior was in such good shape, I reconsidered.
I talked to several people who who had a lot of knowledge about them and for the most part the consensus was if it was running well at the start to flush the cooling system to make sure none of the Ford coolant was in it and to remove any casting sands that might still be present. Then they all advised to put a coolant filtration system on it and do annual filter changes there. The second thing was to beef up the battery and alternator wiring, along with a larger amp alternator to prevent and electrical damage to the electronic components and to change out the fuel pressure regulator spring with the new improved kit. Then, make sure the EGR was deleted, since a failure in that system could crash the rest of the engine.
The next item was to install gauges or have a monitor to keep an eye on critical components, just in case. I went with an Android app that cost $5.95, used an old cell phone and bought the OBDII bluetooth transmitter for $18.00.
Info from the internet strongly advised changing engine oil at 5K intervals instead of 7.5K, so since that tracked on the point where I change the oil in all my vehicles, I followed that.
The Ford techs all advised against any kind of tune that affected the Powertrain Control Module, telling me that they could ruin a transmission or increase cylinder compression, which would lead to cylinder head or gasket failure. I went for a 45 HP tune that only affected the Fuel Injection Control Module - which makes this truck drive like a gas engine on take offs.
Since then, I've used it pretty much as a daily driver, many, many short trips, but I take it out once a week and get it good and warm, then drive it like I stole it for a few miles, exercising the turbo.
Then several times a year, I'll hook up the 11K fifth wheel and head out, pulling as much as 700 miles one way.
The truck has never approached any critical points in the areas I monitor with the phone, I've never had a problem with it, and the only thing I've had fail is one glow plug. I''d really like to get a Ford with the 6.7, but I simply cannot justify that kind of expense, so I'll keep maintaining this old beauty. With the way it's running right now, it's probably the last truck I'll ever own and I sincerely believe that the engine is capable of at least 350K miles, but I doubt that I'll be driving it when it does hit that point.
This is just my experience with the 6.0, many disagree with me, but to each his own. I would point out that prior to this truck, I was a diehard GM truck fan and several friends have reminded me of all the jokes about Ford trucks I used to tell them back in those days.
I talked to several people who who had a lot of knowledge about them and for the most part the consensus was if it was running well at the start to flush the cooling system to make sure none of the Ford coolant was in it and to remove any casting sands that might still be present. Then they all advised to put a coolant filtration system on it and do annual filter changes there. The second thing was to beef up the battery and alternator wiring, along with a larger amp alternator to prevent and electrical damage to the electronic components and to change out the fuel pressure regulator spring with the new improved kit. Then, make sure the EGR was deleted, since a failure in that system could crash the rest of the engine.
The next item was to install gauges or have a monitor to keep an eye on critical components, just in case. I went with an Android app that cost $5.95, used an old cell phone and bought the OBDII bluetooth transmitter for $18.00.
Info from the internet strongly advised changing engine oil at 5K intervals instead of 7.5K, so since that tracked on the point where I change the oil in all my vehicles, I followed that.
The Ford techs all advised against any kind of tune that affected the Powertrain Control Module, telling me that they could ruin a transmission or increase cylinder compression, which would lead to cylinder head or gasket failure. I went for a 45 HP tune that only affected the Fuel Injection Control Module - which makes this truck drive like a gas engine on take offs.
Since then, I've used it pretty much as a daily driver, many, many short trips, but I take it out once a week and get it good and warm, then drive it like I stole it for a few miles, exercising the turbo.
Then several times a year, I'll hook up the 11K fifth wheel and head out, pulling as much as 700 miles one way.
The truck has never approached any critical points in the areas I monitor with the phone, I've never had a problem with it, and the only thing I've had fail is one glow plug. I''d really like to get a Ford with the 6.7, but I simply cannot justify that kind of expense, so I'll keep maintaining this old beauty. With the way it's running right now, it's probably the last truck I'll ever own and I sincerely believe that the engine is capable of at least 350K miles, but I doubt that I'll be driving it when it does hit that point.
This is just my experience with the 6.0, many disagree with me, but to each his own. I would point out that prior to this truck, I was a diehard GM truck fan and several friends have reminded me of all the jokes about Ford trucks I used to tell them back in those days.
Paystar
Elite Member
Just to add to the coolant thing and the cause of the head gasket failures. Having the EGR doesn't really kill them. My last truck I did delete that, but not this one.
What the real problem here is, is the Ford Motorcraft Gold coolant. Ever notice how the International VT365 version of this motor never blows up in the medium duty trucks? What happens is the silicates in the Motorcraft coolant separate from the coolants and they settle. It then plugs off your oil and EGR coolers. Once they start to plug you get "flash" boiling which then pushes the head gaskets out.
Best thing you can do for these motors is flush the cooling system and refill with a good extended life coolant. I used Caterpillar coolant in mine.
And as Gunny said.....low batteries kills the FICM modules in these 6.0's. Do not run them on weak batteries. Or (at least here in Canada) it will be an $800 bill for a new FICM and the programming the dealer has to do to it.
There are aftermarket performance companies that do make higher voltage performance FICM's also, and they can be bought cheaper than from Ford. But they have to be flashed for your truck.
I run a Scan Gauge II in my truck (and my last one) I have it loaded with all the 6.0. Powerstroke codes. So I can monitor the IRP pressures, FICM voltage and the difference between the coolant and engine oil temp. That way at least if I am going to have a failure I can see it coming.
What the real problem here is, is the Ford Motorcraft Gold coolant. Ever notice how the International VT365 version of this motor never blows up in the medium duty trucks? What happens is the silicates in the Motorcraft coolant separate from the coolants and they settle. It then plugs off your oil and EGR coolers. Once they start to plug you get "flash" boiling which then pushes the head gaskets out.
Best thing you can do for these motors is flush the cooling system and refill with a good extended life coolant. I used Caterpillar coolant in mine.
And as Gunny said.....low batteries kills the FICM modules in these 6.0's. Do not run them on weak batteries. Or (at least here in Canada) it will be an $800 bill for a new FICM and the programming the dealer has to do to it.
There are aftermarket performance companies that do make higher voltage performance FICM's also, and they can be bought cheaper than from Ford. But they have to be flashed for your truck.
I run a Scan Gauge II in my truck (and my last one) I have it loaded with all the 6.0. Powerstroke codes. So I can monitor the IRP pressures, FICM voltage and the difference between the coolant and engine oil temp. That way at least if I am going to have a failure I can see it coming.
