ford 6.0 are the rumours true? [Archive] - TheDieselGarage.com

: ford 6.0 are the rumours true?


darklcd
02-05-2011, 02:40 PM
Hey all

I am new to the diesel world and I am looking at a could ford f250's all with the 6.0 diesel in them. I am wondering if what I have herd is true or if it is just because people do research before they start to tune their trucks and keep on up proper maintenance with them.

Anyone with any personal info that can help me out please let me know. I would go for the 2008 but my insurance will cost more a month then the truck lol.

Thanks

strokin6L
02-05-2011, 04:44 PM
well what is it that you heard?

John_G
02-05-2011, 06:06 PM
The 6.0L is a decent, powerful engine if LEFT ALONE. If you feel the need to add power (tuner, CAI etc), get something else. The 6.0L, IMO is not mod-friendly. Good maintenance and stock trucks serve their owners very well.

ranger518
02-05-2011, 06:45 PM
This is somthing i found on the net the 6.0 can be a verry realible motor and produce grat power with a few simple mods and keeping up with good maintance.



The 6.0 liter Power Stroke is a great diesel, despite a bundle of issues that plagued many of the early engines. The 6.0 is powerful, durable, & reliable. There are more than enough satisfied 6.0L owners to back those statements up. However, some of the 6.0L components are prone to problems, especially when maintenance is neglected or the performance is increased by means of aftermarket components.

6.0L Power Stroke TTY Head Bolts
The 6.0L Power Stroke uses Torque to yield (TTY) head bolts to secure the cylinder heads. The stock TTY head bolts do a mediocre job of equalizing the clamping force of the head bolts. The head bolts are also much more prone to stretching than head studs, and under high cylinder pressures are prone to fail. For a 6.0L that remains completely stock, the TTY head bolts are suitable. However, for modified engines or engines that are under constant load, the stock head bolts are a weak link in the 6.0L. Additionally, the EGR system can cause high coolant temperatures or turbo overboost situations. High coolant temperatures may cause slight warping of the cylinder heads, which can lead to head bolt failures. Too much turbo boost can result in increased cylinder pressures and cause the TTY bolts to stretch. This causes blow head gaskets.
6.0L Power Stroke EGR (Exhaust Gas Recirculation)
The EGR coolers on the 6.0 liter Power Stroke are prone to clogging due to oil & soot build up, which can cause them fail. A failed EGR cooler may contribute to high coolant temperatures of coolant loss. EGR valves are also notorious for failing due to soot build up, which can lead to over-boosting of the turbocharger. To prevent this, the EGR valve should be cleaned routinely. Excessive idling and poor fuel quality can clog the EGR valve rapidly. The efficiency of a diesel engine is reduced at idle due to low combustion temperatures, resulting in increased particulate production. Ford recommends a minimum diesel fuel cetane level of 45 for maximum quality. Motorcraft manufactures a fuel additive for the Power Stroke which is recommended and verified safe by Ford Motor Company. EGR valve issues are not necessarily a design flaw, but rather due to the nature of a diesel engine. EGR cooler issues are related to inadequate design. 2004+ EGR coolers are more prone to failure. 2003 coolers are round, while 2004+ EGR coolers are square (and longer than the 2003 cooler).

6.0L Power Stroke Turbocharger
The 6.0L Power Stroke is equipped with a variable geometry turbocharger (VGT). The 6.0L turbocharger is very efficient & provides quick spooling with plenty of airflow through peak RPM. However, the vanes of the VGT that control the displacement of the turbo are prone to sticking from soot build up. If the vanes stick, performance will be sacrificed and the engine may experience a lot of turbo lag. The vanes can often by cleared by operating at WOT for a short period of time, spinning the turbine to a high enough RPM to free the vanes of soot. Additionally, the oil drain tube on early 6.0L Power Strokes is restrictive and can lead to turbocharger failure in some rare situations.

6.0L Oil Cooler Failure
Residual sand not removed during the casting process can clog the coolant side of the oil cooler. Old or sludgy oil can clog the oil side of the cooler. Failure can result in oil being introduced into the cooling system, or coolant overheating, which may result in serious engine damage. Aftermarket coolant filters may prevent particulate from clogging the coolant side of the cooler. Using proper engine oil and changing the oil at the recommended oil change intervals can also prevent failures. Aftermarket bypass oil filters may also prevent problems. Ford also recommends changing the engine coolant at the recommended intervals. Failure of the oil cooler has been related to head gasket failures.

Model Year 2004 6.0L Power Stroke Changes
The following changes affect engines manufactured after September 29, 2003.
• Revised EGR cooler design. 2004-2007 EGR cooler is longer and a square design replaces the circular cooler found on 2003 engines.
• New “wavy” high pressure oil rail and delivery system. Increases volume of high pressure oil system.
• Improved casting of the upper oil pan increases strength.
• Upgraded camshaft design featuring different lobe separation angle, lobe lift and duration characteristics. Improves combustion efficiency, reducing emissions. 2004+ camshaft should not be used in 2003 model engines.
• Modified piston bowl design for improved emissions reduction. Shorter glow plugs required. 2004+ glow plugs not compatible in 2003 engines; piston contact and destruction can result. Larger water pump impeller to increase coolant flow and combat high temperatures resulting from the EGR cooler. (Impeller increased from 90mm to 100mm).
• FICM receives larger vibration dampers to eliminate failure caused by engine harmonics.
• New turbocharger turbine wheel with 3 additional fins to reduce noise caused by the turbo.
• Injector plungers coated with DTC (diamond like carbone) to increase injector life.
• ICP sensor relocated to valve cover. Sensor can be removed/replaced without removing valve cover.



2005 Model Year 6.0L Power Stroke Changes
• New EGR valve with shaft seal reduces leaking of exhaust gases. Not interchangeable with 2003/2004 model year engines. Diverter plates incorporated into the intake manifold to distribute exhaust gases equally between banks.
• EGR throttle plate removed. Scoop added in exhaust up pipe to direct exhaust flow into the EBR system. Throttle plate deemed redundant.
• Updated turbocharger shaft bearings for improved turbo longevity and reduced shaft play.
• New HPOP (high pressure oil pump) design. Flow is comparable to previous HPOP. Improved oil pressure and pump response at low engine speeds. Improved pump longevity.
• New front engine cover with different coolant passage locations. Designed to make room for new power steering pump design. Not interchangeable with 2003/2004 model 6.0L Power Strokes.
Frequently Asked Questions about the 6.0L Power Stroke
Frequently Asked Questions about the 6.0L Power Stroke

The International built 6.0L Power Stroke is often regarded as the lemon of the diesel industry. Though it's true that many problems were associated with these engines, the problems have been glorified. Furthermore, most of the issues can be directly related to how the engines are treated (driving habits, maintenance neglect, etc). Understanding the problems, behavior, and nature of the 6.0L Power Stroke is important for owners who want to enjoy the performance and reliability of their hard working 6.0L for hundreds of thousands of miles.
Is the 6.0L Power Stroke a Bad Engine?
The 6.0L is not a bad engine. Quite the opposite, the performance that the 6.0L achieves with its relatively small size is impressive. The engine is sufficiently strong and reliable at its intended power levels. The problems associated with the 6.0L have very little to do with the engine itself, but rather the design of the emissions components. Properly maintained, the 6.0L provides reliability, performance, and fuel economy.
Should I avoid the 6.0L Power Stroke?
If you want a diesel that can run flawlessly without proper maintenance at the recommended intervals, then the 6.0L is probably not for you. The 6.0L Power Stroke is very sensitive to neglect, and owners who extend the service intervals of their engine are the most likely to experience problems. If you are prepared to stay current on the engines maintenance, there is no reason to avoid the 6.0L Power Stroke. If you are in the market to "hot rod" your diesel, the 6.0L can be adequately equipped to handle massive performance levels with a set of performance head studs and an upgraded EGR system.
Why was the 6.0L Power Stroke Phased out?
The 6.0L Power Stroke was replaced with the 6.4L due to increased emissions regulations. The 6.4L is able to meet stricter emissions for several reasons, including:
- Diesel particulate filter to capture particulate matter.
- High pressure common rail injection for increased combustion efficiency.
- Upgraded and adequately sized EGR system, not prone to failure like 6.0L EGR components.
The 6.4L was able to exceed emissions regulations and stay competitive with the performance of Cummins and Duramax engines.
What are the Advantages of the 6.0L Power Stroke?
- Impressive fuel economy. 16-18 mpg combined and 19-20 mpg highway mileage is not uncommon.
- VGT provides quick turbo spool times for off-idle performance.
- Torque output is steady over a broad power range, making 6.0L equipped trucks great tow rigs and work trucks.
What are the Disadvantages of the 6.0L Power Stroke?
- Sensitive to neglect. Injection system is sensitive to water contamination and poor fuel quality.
- EGR cooler/valve clogging due to soot build up can occur and cause engine problems.
- TTY head bolts do not provide adequate clamping force for diesels with increased power output (head studs can remedy this).
- Many engines repairs require the cab to be removed (although Ford has designed the Super Duty so that this is not as complex as it may seem).
Where is the serial number located on the 6.0L Power Stroke?
The serial number is located on the left rear corner of the crank case. It should start with a 6.0. The last 7 digits represent the sequential build number of the engine.

sprman
02-05-2011, 10:12 PM
I have 135,000 miles on my 6.0 and love it. Had the head gasket issue, but have since fixed it with arp head studs and egr delete. Have been tuned since about 65,000 miles and drive the truck like i stole it most of the time. I tow 11k lbs a lot and have no complaints. If you get a 6.0, delete the EGR and install head studs, get a SCT with the type of tune that fits your needs, and get an exhaust and drive the truck like it should be driven. In all, I have SCT with custom tunes, 0-ringed heads, intake, exhaust, and fuel system. Truck runs great and still get around 16 mpg with a 5.5" lift on 36x15.5 tires. Wouldn't trade the truck in for a new one or another brand.

bismic
02-05-2011, 10:23 PM
I wonder what it is that he uhmmm herd ..........

plainredtruck
02-05-2011, 10:46 PM
The 6.0L is a decent, powerful engine if LEFT ALONE. If you feel the need to add power (tuner, CAI etc), get something else. The 6.0L, IMO is not mod-friendly. Good maintenance and stock trucks serve their owners very well.

John,

I would have to take issue with your statement based on my fleet experience with a 2005 (125K) and a 2006 (just over 100K) over the last three years.

Between the two of them here's the repairs:

12 injectors

4 FICMs

1 EGR valve

1 turbo

1 fuel tank lining delaminated, havent' yet had to replace any more injectors but expect to after finding that.

3 oil coolers

3 EGR coolers (and yes, that problem has been remedied, but only on one of them so far - the 2005).

Not my favorite motor by a long shot

prt

bismic
02-06-2011, 12:21 AM
John,

I would have to take issue with your statement based on my fleet experience with a 2005 (125K) and a 2006 (just over 100K) over the last three years.

Between the two of them here's the repairs:

12 injectors

4 FICMs

1 EGR valve

1 turbo

1 fuel tank lining delaminated, havent' yet had to replace any more injectors but expect to after finding that.

3 oil coolers

3 EGR coolers (and yes, that problem has been remedied, but only on one of them so far - the 2005).

Not my favorite motor by a long shot

prt

Please don't take this the wrong way, but clearly there are two camps.

Do you think that the motor could be just fine and that it was the fuel tank as the original issue (in at least one of your trucks)? ...

Delamination in fuel tank = restricted filters and reduced fuel pressure = ruined injectors = bad injectors (which means lots of carbon) = bad EGR valve and bad turbo. If they are both chassis can trucks, maybe the one that hasn't delaminated is actually in the process of it?

FICM failures are HIGHLY related to poor battery and alternator health. Are you saying you were meticulous at maintaining this charging/starting system? Most folks aren't and this is an area that many fleets do not monitor (routine load tests, etc).

Do you have coolant filters? I realize Ford said that the coolant was a 90k (IIRC) mile coolant, but we all know now that it is at best a 50k coolant. If the system is flushed at this interval and a coolant filter is installed, many people are having success w/ the Gold coolant (I know quite a few folks w/ 180k+ miles on their vehicle and no oil cooler / EGR cooler failures).

I just have trouble believing that the ones of us w/ reliable trucks just got incredibly lucky.

ranger518
02-06-2011, 01:27 AM
Please don't take this the wrong way, but clearly there are two camps.

Do you think that the motor could be just fine and that it was the fuel tank as the original issue (in at least one of your trucks)? ...

Delamination in fuel tank = restricted filters and reduced fuel pressure = ruined injectors = bad injectors (which means lots of carbon) = bad EGR valve and bad turbo. If they are both chassis can trucks, maybe the one that hasn't delaminated is actually in the process of it?

FICM failures are HIGHLY related to poor battery and alternator health. Are you saying you were meticulous at maintaining this charging/starting system? Most folks aren't and this is an area that many fleets do not monitor (routine load tests, etc).

Do you have coolant filters? I realize Ford said that the coolant was a 90k (IIRC) mile coolant, but we all know now that it is at best a 50k coolant. If the system is flushed at this interval and a coolant filter is installed, many people are having success w/ the Gold coolant (I know quite a few folks w/ 180k+ miles on their vehicle and no oil cooler / EGR cooler failures).

I just have trouble believing that the ones of us w/ reliable trucks just got incredibly lucky.

I would agree with basic maintance most of these issues could have been prevented. The ford gold coolant is crap and if you do not put a coolant filter on or get rid of it in all and use a good ELC cat-1 rated you will continue to have oil cooler failers the ford coolant can't handel the head that the motor produses. And yes if you are going through FICM you defentley have a voltage issue if you try to start the 6.0 with a low or dead battery you are asking to replace them. And for the injectors the fuel and oil is a must to be cleaned in fleet truck most people do not change the oil and fuel filters like they should and if they do they usually do not use a motorcraft filter motorcraft filters are a must for the 6.0 becuse all the other brands do not filter or hold up like they need to. Most 6.0 can be a verry good truck if you keep up basic maintince and install a coolant filter or better flush the ford gold crap out and put in a good ELC cat-1 coolant what the motor was designed to run on from international.

plainredtruck
02-06-2011, 01:53 AM
Please don't take this the wrong way, but clearly there are two camps.

Do you think that the motor could be just fine and that it was the fuel tank as the original issue (in at least one of your trucks)? ...

Delamination in fuel tank = restricted filters and reduced fuel pressure = ruined injectors = bad injectors (which means lots of carbon) = bad EGR valve and bad turbo. If they are both chassis can trucks, maybe the one that hasn't delaminated is actually in the process of it?

FICM failures are HIGHLY related to poor battery and alternator health. Are you saying you were meticulous at maintaining this charging/starting system? Most folks aren't and this is an area that many fleets do not monitor (routine load tests, etc).

Do you have coolant filters? I realize Ford said that the coolant was a 90k (IIRC) mile coolant, but we all know now that it is at best a 50k coolant. If the system is flushed at this interval and a coolant filter is installed, many people are having success w/ the Gold coolant (I know quite a few folks w/ 180k+ miles on their vehicle and no oil cooler / EGR cooler failures).

I just have trouble believing that the ones of us w/ reliable trucks just got incredibly lucky.

Yes to coolant filters on both trucks. But they were both flushed long before 90K (thanks to EGR cooler failure on both trucks). Both trucks were actually flushed 2x - one truck due to a dealership that insisted they had to drain the ELC I had another dealership put in and remove the coolant filter in order to keep in under warranty so they could replace items unrelated to the coolant.

Yes, we have been very attentive to battery issues. I did neglect to mention that one of the trucks went through 2 alternators. All that was from memory since I don't have the records in front of me at the house. There is more. Much more.

The truck with the most problems is the one without the tank lining delaminating. The one that just cleared 100K has had almost everything covered under warranty. It did have the rearend go out on it, which was serviced regularly and wasn't repaired under warranty.

These are both F-450's and I know they get driven hard, but when I compare service records with other fleet managers in my area as well as confer with the dealership where warranty work was completed and my non-dealership repair shop the 6.0's have more problems among fleet vehicles than all the others combined.

It's not even my money I'm spending on the company trucks, but I certainly would rather these two were not part of the fleet.

We have Duramaxes with no issues (up to and over 100K miles - no repairs at all). We have 7.3's with 300K + with normal repairs but not nearly as expensive nor time consuming as the 6.0's. The same crews that drive these 6.0 trucks stretched their pre-99 7.3's to 400K+ in both cases and went through a single turbo and a single transmission between the two of them before we sold them.

You can't begin to convince me that there aren't better choices for a used truck. I wouldn't steer my worst enemy toward a 6.0 so why would I tell the OP that he should choose one?

prt

ranger518
02-06-2011, 02:14 AM
Yes to coolant filters on both trucks. But they were both flushed long before 90K (thanks to EGR cooler failure on both trucks). Both trucks were actually flushed 2x - one truck due to a dealership that insisted they had to drain the ELC I had another dealership put in and remove the coolant filter in order to keep in under warranty so they could replace items unrelated to the coolant.

Yes, we have been very attentive to battery issues. I did neglect to mention that one of the trucks went through 2 alternators. All that was from memory since I don't have the records in front of me at the house. There is more. Much more.

The truck with the most problems is the one without the tank lining delaminating. The one that just cleared 100K has had almost everything covered under warranty. It did have the rearend go out on it, which was serviced regularly and wasn't repaired under warranty.

These are both F-450's and I know they get driven hard, but when I compare service records with other fleet managers in my area as well as confer with the dealership where warranty work was completed and my non-dealership repair shop the 6.0's have more problems among fleet vehicles than all the others combined.

It's not even my money I'm spending on the company trucks, but I certainly would rather these two were not part of the fleet.

We have Duramaxes with no issues (up to and over 100K miles - no repairs at all). We have 7.3's with 300K + with normal repairs but not nearly as expensive nor time consuming as the 6.0's. The same crews that drive these 6.0 trucks stretched their pre-99 7.3's to 400K+ in both cases and went through a single turbo and a single transmission between the two of them before we sold them.

You can't begin to convince me that there aren't better choices for a used truck. I wouldn't steer my worst enemy toward a 6.0 so why would I tell the OP that he should choose one?

prt

WOW you had oil cooler failers ofter ELC coolant and coolant filter how did they fail if they where not cloged up? Yes the 6.0 do have some issues and still think they are good trucks if you do a few simple mods like coolant filter EGR delere and head studs if doing any tuning or towing but WOW don't know how you have had all of these problems after doing the coolant filter and ELC coolant. Don't understand why ford wants to void warranty for a coolant filter and the ELC coolant ford put coolant filters on for years and i think they still do on the E sears vans and international is the one who reckomends to put the ELC coolant in which is who makes the 6.0 but who knows if anything i would think internation should not warratny the motor if it has the ford gold crap in it.

wastedwagesracing
02-06-2011, 02:47 AM
Yes to coolant filters on both trucks. But they were both flushed long before 90K (thanks to EGR cooler failure on both trucks). Both trucks were actually flushed 2x - one truck due to a dealership that insisted they had to drain the ELC I had another dealership put in and remove the coolant filter in order to keep in under warranty so they could replace items unrelated to the coolant.

Yes, we have been very attentive to battery issues. I did neglect to mention that one of the trucks went through 2 alternators. All that was from memory since I don't have the records in front of me at the house. There is more. Much more.

The truck with the most problems is the one without the tank lining delaminating. The one that just cleared 100K has had almost everything covered under warranty. It did have the rearend go out on it, which was serviced regularly and wasn't repaired under warranty.

These are both F-450's and I know they get driven hard, but when I compare service records with other fleet managers in my area as well as confer with the dealership where warranty work was completed and my non-dealership repair shop the 6.0's have more problems among fleet vehicles than all the others combined.

It's not even my money I'm spending on the company trucks, but I certainly would rather these two were not part of the fleet.

We have Duramaxes with no issues (up to and over 100K miles - no repairs at all). We have 7.3's with 300K + with normal repairs but not nearly as expensive nor time consuming as the 6.0's. The same crews that drive these 6.0 trucks stretched their pre-99 7.3's to 400K+ in both cases and went through a single turbo and a single transmission between the two of them before we sold them.

You can't begin to convince me that there aren't better choices for a used truck. I wouldn't steer my worst enemy toward a 6.0 so why would I tell the OP that he should choose one?

prt

Boy I'd so like to enter into this with my experience with my Duramax service fleet experience. It truly is the other side of the coin. But the OP only asked about the 6.0 so any Duramax info would not be relevant to what the OP asked and should not enter into this thread.

bismic
02-06-2011, 02:56 AM
You can't begin to convince me that there aren't better choices for a used truck. I wouldn't steer my worst enemy toward a 6.0 so why would I tell the OP that he should choose one?

prt



I'm just saying I have one truck and it is at 85k and no real issues (bashers told me wait til 60k, then wait til 80k .... well I am still waiting for the problems). You have two and both are bad. What are the odds? Might there be some common causes? Bad alternator(s) is a clear clue that there were voltage issues. Did the trucks have gauges to watch critical parameters? Fuel pressure maybe? maybe poor dealership ...... Most of us agree that there are weaknesses, but most easily solvable. Again, all I'm sayin' is that I don't think it is "just dumb luck".

bismic
02-06-2011, 02:58 AM
Don't understand why ford wants to void warranty for a coolant filter and the ELC coolant

I don't think Ford does - just some dealerships!

wastedwagesracing
02-06-2011, 03:20 AM
I have an 05 F-350 with 70K on the clock just about at 2000 hours. The only engine related issue I have had is one set of head gaskets. Grant it Ford went through the gamut of repair before they decided to replace the head gaskets. I was honest with the service manager and told him I had it tuned.
He appreciated my honesty and said he would do what he could. We worked a fair deal. I know for a fact it was a past S/V tunes that did the damage. To this day I still run a mild Innovative Diesel tune. I'd say of the 70k miles it's been tuned for 60k. It's had a coolant filter installed prior to having 1K miles. No injectors, No turbo issues, One EGR valve only because there was a design change so the dealer up dated it while the head gaskets were being done. One oil cooler and EGR cooler during the head gasket problem diagnosis.

If you search around there have been sightings of some very high mileage 6.0's just the other week one guy that is a hot shot hauler ran across one in the 450K range.

The question you asked although valid is a hot button when asked on any forum. You have to sift through the info. You will figure out some just have a permanent hard on for the 6.0. doesn't mean their experience is not valid. Then there are the others that just mindlessly like to bash the 6.0 with little to no real valid experience with them.

Good luck to you on whatever you decide to purchase as your truck.

wastedwagesracing
02-06-2011, 03:22 AM
I don't think Ford does - just some dealerships!

I have never had an issue at my dealer about it. So I think your correct.

ranger518
02-06-2011, 03:29 AM
I don't think Ford does - just some dealerships!

Yes that is vary true I would also like to talk about our durmax fleet but again that is another story.

IdahoF350
02-06-2011, 07:05 AM
Consider this: What percentage of 6.0L owners frequent the top 25 Ford/Powerstroke/Diesel forums on the internet? Probably less than 10 percent of all owners. Now, of all of us discussing this engine, what percentage have truly had major issues, exploded oil coolers, blown head gaskets, complete failures? Can we honestly put that number at over 50 percent? Now ask yourselfs, could the entire fleet of 6.0s be represented by these numbers? Absolutely not. Statistically speaking, "enthusiasts" are far more likely to mod, and the forum users that aren't enthusiasts are far more likely to be on said forums looking for resources to repair a wounded truck, and that skews the sample of individuals reporting problems een more.

What I'm saying is that there are lots of reports of problems, but in many cases they are duplicate reports and because of the way the reports are collected, the problems seem far worse than they really are.

Would I recommend a 6.0? Depends. Can you find a similarly equipped truck with similar miles and a 7.3? If you can get the truck you want and a 7.3, by all means get the 7.3. If you can't find a 7.3 truck, and still want a Ford, can you justify the extra for a 6.4? Think of it this way, if you are financing a 6.4 or paying more cash, consider that difference an insurance policy that protects you from possible 6.0L problems. If you can't do that and a 7.3 still doesn't present itself, then you need to find the nicest 6.0 you can and be prepared for the potential of repairs.

I like my 6.0 for the most part. I wish I could run an extra 50-75hp full time, but that's just not realistic for reliability, so for the past year plus, I've been tuned stock. Think about what you're using it for, if it's a daily driver occasional toy hauler vacation rig, it should be fine if you leave the power level alone. If you want to play hard, look at other engines.

hhrecovery
02-06-2011, 02:43 PM
I personally have 2 6.0s 90K on it and have used it to pull trailers/campers its whole life... I did blow the headgaskets on this truck while running big injectors and pulling some heavy loads. I dont blame this on ford cause of what I was doing... That is the only part I have ever replaced on this truck.

The 2nd truck I have has 206K on it now and I use it for sled pulling and last week the HPOP went out and that was the first time anything has failed on this truck.. This truck is still on stock tranny and everything else.. First time anything was done to this truck was when I tore it down to put a different turbo and an egr delete on the truck.

I also have a customer truck that has 460K on the truck... At around 110K the truck went into a local dealership w/ a miss and came out needing a new engine... (i dont know the whole story but we just know something is weird) He bought a used engine from a junkyard and had it put it... This engine had about 30K on it so total on this engine is about 380K... He has went through some injs over the time but he has never had egr/oil/turbo problems...He just now had to put on his first alternator and has only ever installed a clutch 1 time and that was when the dualmass flywheel came apart and busted the rear engine cover. He changes oil and fuel filters every 5K miles (which is about every month) This truck stays hooked to a trailer all the time and runs from VA to PA EVERY week...

darklcd
02-06-2011, 04:12 PM
For the record I have herd that lots of people had problems with the turbos and the injectors but I had a feeling that it was due to people not keeping up with proper oil changes ect.

I am looking for a truck that I can upgrade and play around with but also tow a 5th wheel and a boat (has to be a 5th wheel as towing both at the same time is not legal with out it). I have seen a couple Fords that I like as well as a couple GMC's and I am staying away from dodge. My brother in law has one and I want to get a truck that has more power then his lol.

At least I know that I can actually get one and as long as I take care of it I will be ok. between the gaskets and the studs I think I can handle those small things.

windnsea00
02-07-2011, 02:32 PM
My experience is from the International 4200's with the VT365 (I believe 210hp output) with 5-speed Allison automatics. The ones that run well def. scoot down the road, much peppier than the Maxxforce 7 (6.4) if not a bit smoky on startups compared to a DT466E, CAT C7 or 7.8 Duramax (without DPF).

Sadly, I encounter MANY that have or had injector issues among other annoying problems. The latter never tend to run at their full potential again, my guess is they are driven too long with bad injectors which caused other damage which in turn makes the turbo feel like it isn't boosting till higher rpms.

MoeB
02-07-2011, 04:30 PM
For the record I have herd that lots of people had problems with the turbos and the injectors but I had a feeling that it was due to people not keeping up with proper oil changes ect.

It's a fact: lots of people have had problems with turbos and injectors due to not keeping up with proper maintenance. Lots even had turbo and injector problems when they did keep up with maintenance. More confusing still, lots of people (myself included) have never had any problems with turbos and injectors.

It's all so confusing! :knight

04lariatfx4crewcab
02-08-2011, 03:46 AM
I can say these motors can last a long time. I have 212001.5 miles on my truck when it craped out, Hpop leak and 1 dead Cyl. I did some detective work (found the owners card in the seats) called the guy and he told me he changed the oil every 7-8000 miles and still has the factory coolant in it same diff fluid, and the tranny was last serviced a 77000 and fuel filters were done at 130k or so, this on a truck that was averaging 3400 miles a month. He said he only had to replace the alt. I love the truck it had plenty of power almost scary. I am only replacing the motor cause I got a smoking deal on a Cummins.

hayjayhorses
02-08-2011, 04:37 PM
the 6leaker is not a good engine if left stock (maybe if it is used by a house wife as kid hauler)

I am in the horse business, all my customer who have use the 6leaker to haul horse trailers, hay, construction equipment have had major break downs with them. With no mods.

If you want a 6leaker to be reliable at minimum it will need an EGR delete


They can be made bulletproof. This would require head studs, Black Onyx head gaskets, complete EGR delete, remote oil cooler and remote oil filter. I have a few friends who haul extreme loads with there 6leakers, have done the aforementioned mods and they are happy with them and get good fuel mileage

a diesel engine should be able to run at peak torque/hp at 100% duty cycle on a hot (100*) summer day, such as pulling 10 tons of hay from N.Y. to Mass. over the mountains. Basically holing the throttle to the floor, unless your going down a steep hill. I have done it for 15 years.


The engines that I have put 300k plus miles on hauling hay with out major break downs chevy 350/454, Ford 460 (pre EFI), 6.9/7.3 IDI (made for a long day) 7.3 powerstoke, cummins 12v.

engines I have killed, '03 ford 6leaker, 3 engines in 95k miles. '05 common rail cummins, dropped a valve seat at 75k. A few 400k plus 6.9/7.3 IDI. Ford 351, 300 I6, EFI 460. A few GM 6.2/6.5. '01 7.3 cracked a piston at 600k ish do to too much starting fluid.

I have never owned a 24 valve rotary pump cummins or a D-max

bismic
02-08-2011, 05:30 PM
Lots of people have found that the EGR system really can be quite reliable (don't really need a delete). A bulletproof EGR cooler for the late 04's on up is adviseable.

Also, the oil cooler is quite fine as long as the coolant is properly flushed. Many people have switched to ELC coolant to avoid the potential silicate plugging issues in the oil cooler.

The OEM head gaskets are actually VERY GOOD gaskets. Some would argue that they are better than the Black Onyx gaskets.

robs97z28
02-09-2011, 01:09 AM
Lots of people have found that the EGR system really can be quite reliable (don't really need a delete). A bulletproof EGR cooler for the late 04's on up is adviseable.

Also, the oil cooler is quite fine as long as the coolant is properly flushed. Many people have switched to ELC coolant to avoid the potential silicate plugging issues in the oil cooler.

The OEM head gaskets are actually VERY GOOD gaskets. Some would argue that they are better than the Black Onyx gaskets.

This is true, I bought my ex back in Jun '10. One of the guys here was kind enough to run an Oasis report for me. The oil and egr coolers have never been replaced! Nor have the head bolts or the HG gaskets!!I have had a few minor problems. Not bad for a truck with 154,000.

The report did show injector, turbo and EGR problems.

STANG302
02-10-2011, 05:28 PM
My 04 6.0 made it to 175K miles before I started having any major issues. I thought it was pretty good. After that I've had to tough the egr/oil cooler, turbo, and now head gaskets.