Maxxforce diesel engines

   / Maxxforce diesel engines #41  
I buy them all the time. Some are trouble free if left stock and you get rid of the horrid Motorcraft Gold coolant that is the main cause of them failing.

Otherwise, if you do have issues, it takes some money but they can be built to be pretty strong and reliable. And they are excellent on fuel.
Run Caterpillar coolant, stud them, delete the EGR and reroute the crankcase ventilation and you're good to go. But if you don't do that, do not tune them for power.

Note that the VT365 version used in medium duty International trucks never had near the problems the 6.0 Ford version had. Why you ask? because no Motorcraft Gold coolant in the International trucks, and people weren't TUNING their medium duty trucks.

They were probably derated from the factory in the medium duty trucks. They were never built in anything close to the same numbers either so it’s to be expected they had less problems. I’ve only seen maybe 5 used medium duty trucks for sale with a 6.0. I have no idea how many they built but it couldn’t have been many.
 
   / Maxxforce diesel engines #42  
I buy them all the time. Some are trouble free if left stock and you get rid of the horrid Motorcraft Gold coolant that is the main cause of them failing.

Otherwise, if you do have issues, it takes some money but they can be built to be pretty strong and reliable. And they are excellent on fuel.
Run Caterpillar coolant, stud them, delete the EGR and reroute the crankcase ventilation and you're good to go. But if you don't do that, do not tune them for power.

Note that the VT365 version used in medium duty International trucks never had near the problems the 6.0 Ford version had. Why you ask? because no Motorcraft Gold coolant in the International trucks, and people weren't TUNING their medium duty trucks.

I've been a big fan of 6.0 after the fixes have been done. They are dead nuts reliable and easy to work on...as long as you don't tune them. Also, I agree the coolant was the root cause of the problem. The gold coolant was great for cavitation, but bad for dropping out silicates out of suspension and plugging the oil cooler. We just changed the coolant every 30k and put a coolant filter on and it elimated all problems.

I like the 6.0 over my 6.7. At least I can work on the 6.0.
 
   / Maxxforce diesel engines #43  
Every diesel that was developed early on during the transition to Tier 4 final had issues. They also had to transition to electronic systems to regulate all the systems that also added to the whoa's.

Because the systems are all electronic based, things can be fooled to think something is there when it's not. Since I live in Wyoming, diesel mechanics are adept to removing emissions and having the truck still run. If a person is having problems, most times the solution is to rip all the emission systems off.

That motor may be a turd with all the emission systems on, but if you can find someone that will give it an "enhancement", I wouldn't be scared of running it.
 
   / Maxxforce diesel engines #44  
I've been a big fan of 6.0 after the fixes have been done. They are dead nuts reliable and easy to work on...as long as you don't tune them. Also, I agree the coolant was the root cause of the problem. The gold coolant was great for cavitation, but bad for dropping out silicates out of suspension and plugging the oil cooler. We just changed the coolant every 30k and put a coolant filter on and it elimated all problems.

I like the 6.0 over my 6.7. At least I can work on the 6.0.
Yep, the silicates fall out, plug the coolers and cause flash boils and either blow the cooler or the head gasket.
I like the 6.0. Always got better fuel mileage than my 5.9 Cummins plus I hate the sound of the Cummins.
Two of my 6.0's were tuned. My F350 was done by a guy in southern Ontario. It was strong. And my F550 was Bank's.
 
   / Maxxforce diesel engines
  • Thread Starter
#45  
As far as your question Hay Dude, I can't help you there. I don't have any experience with those smaller engines.
I only ran class 8 stuff.

Those engines are pretty much like the 13 litre Maxxforce engines....a solid engine block with a horrible mass EGR emission system bolted on.
Not sure about it being “small”. This is a class 8 truck (60,000 GVWR) tandem axle.
20k front axle and (2) 20k rear axles. The engine is a 9.3L and the maxforce engines were offered in 10L and 13L, so this ain’t no 6L pickup or school bus diesel.


1725498196128.jpeg


The maxforce trucks have been rendered as a lost cause. Parts are scarce and very expensive, despite being only ~10 years old.
That truck was offered to me for $30,000.
Seems like a steal.
 
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   / Maxxforce diesel engines #46  
Y'all must of been smoking the silicates to like the 6.0
 
   / Maxxforce diesel engines #47  
This is a class 8 truck (60,000 GVWR) tandem axle
20k front axle and 2) 20k rear axles.


View attachment 1013345

The maxforce trucks have been rendered as a lost cause. Parts are scarce and very expensive, despite being only ~10 years old.
That truck was offered to me for $30,000.
Seems like a steal.
With or without the hi-line bucket?
 
   / Maxxforce diesel engines
  • Thread Starter
#48  
With the 100’ bucket on it-just like in the picture.
He was also going to deliver it to me (5 hours away) with a current PA inspection.
 
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   / Maxxforce diesel engines
  • Thread Starter
#49  
When a maxforce hydrolocks (EGR failure intros coolant) its about $32,000 for the reman and the motors are only marginally better. I’ve heard of remans only lasting 6-12 months if they have issues.

It’s sad because the rest of the chassis is just what I wanted and it’d be in my shop yard if it were powered by anything else.
 
   / Maxxforce diesel engines
  • Thread Starter
#50  
Y'all must of been smoking the silicates to like the 6.0
I skipped over them. Heard the horror stories and never jumped in on one. I figured if my trucks are in the shop for months, I’d be out of business.
Personal use? Sure, I’d try one, but probably better off with Duramax/Allison.
 

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