I have a 6.4 Powerstroke that is absolutely gutless. It is in a work truck, 50k on the engine, 250k on the truck. It can't even get out of its own way. It'll pull anything, just not quickly. Top speed is 65 and takes 10min to get there, empty. No one can figure out why it's so damn slow.
I personally don't like fords mostly because of helping friends with newer ones. I hate 3v because of ford. I refuse to buy or work on one. What keeps you motivated about them? I've only worked on 1995-2016 mind you. The only ones I liked were the IDI and 7.3l.
I have 330000 unoriginal miles in my 06 F550. I wasn’t a fan in the beginning but when compared to all the new diesel engines with all the emissions issues and def/ fuel issues, it really is not that bad. I thank Diesel tech Ron for all the videos on 6.0’s.
@@shadowopsairman1583 Federal Govt is currently hammering those that do performance tunes and emissions deletes with its full weight. They are forcing the customer lists including VIN numbers and addresses out of the companies. So deletes are a bad idea. Its also illegal to sell deleted vehicles. Thats another thing they are after. I saw 3 used car dealers get fined out of business for selling deleted trucks in south Texas.
As a (former) diesel tech, I’m definitely a fan of the 6.0. I’ve made thousands and thousands of $$ repairing these. Honestly, once you learn the tricks about them, they aren’t hard to work on (in an F-series/Excursion, they suck in an E-series). They are much easier to work on any of the newer Powerstrokes or the Isuzu Duramax. They honestly aren’t that unreliable if left stock and the oil is changed on time *with the correct oil* . Excessive soot in the oil due to extended oil change intervals is what tends to damage the HEUI o-rings (sooted oil is abrasive) The cylinders had fuel in them because there is a fuel passage in both heads that deliver fuel to the injectors. If you pull the injectors before draining the passage, all the fuel dumps into the cylinders. Usually the cylinder of whichever injector you pull first. I’ve seen some people hydrolock the engine by dumping fuel in them when they pull the injectors.
@@Losingsince haven't had any Core engine issues with a modified 6.0L....... but i am doing a engine rebuild a injector tip broke off (poor quality reman) but the truck ran on 7 cylinders for over 2 years. and i'm just now doing a rebuild on it. 230,000 miles 7 cylinders and 700 horsepower and 1400 tourqe when it had 8. and a blown intercooler (i couldn't tell because it would still build 60 lbs of boost with a borg warner 369 SXE) and high rev valvespring kit. and head studs and performance lifters and stage 2 cam. billet water pump. the only thing stock on the engine was the intercooler. ofcourse it failed. 0 oilcooler or EGR issues on the truck the root of all the ailments of the 6.0. since mine doesn't have them. upon teardown of the truck. the lifters and all the bearing surfaces looked brand new. it rolled around for roughly 50,000 miles with piston rings from one cylinder rolling around in the oil pan. and it was still far more reliable than my couple year old less than 40,000 mile bone stock F250 platnium with 6.7 powerstroke. that 2018 left me stranded more times than i could count. and went into limp mode about every other month. i think the only way to live with a 6.0L. is build one. or keep it bone stock and do extreme maintence intervals to it. i changed my trucks oil every 3000 miles. i used conventional 15W-40 year round. one thing i noticed during tear down. all the casting sand had built up around where the bulletproof diesel oil cooler delete plate blocks the coolant passage for EGR and oil cooler. it was probably half a pound of sand compacted there. and the trucks been in this configuration for the better part of 15 years.
To answer a few questions: The hose connector between the oil and EGR coolers has a metal end with an o ring, so it does just slip off. I haven't seen bad cam bearings, but I've only had the cam out of one engine. Ironically, that one did have a bad lifter so it got a new cam as well. Usually you break those big allens loose before pulling the oil rails, that's the standpipe and dummy plug. There is a special tool for pulling the standpipe, it's pointless for a single use like this, especially if you're pitching the parts. The injectors rarely go bad, they're a pretty solid design. They can start sticking on high mileage engines, usually I'll switch them over to Delo 10w30xle and it helps. The self pulling feature of the hold downs is nice. The biggest killer on these is the combo of the coolant path with using the wrong coolant. It flows through the oil cooler, through that little hose into the EGR cooler, then down through the donut to the water pump. Silicate coolant like the green stuff will precipitate out in the high temps of the EGR cooler, then come back around and plug the oil cooler. This will starve the EGR cooler, melting it and letting boost flow in or coolant to flow up and into the engine. While the head bolt design isn't great, the majority of blown head gaskets are actually blown EGR coolers.
The biggest killer was plain old poor engineering: They didn't provide enough engine to handle the power output. The 'fix' is a total redesign of the fragile high-pressure oil/fuel delivery system and pitifully and almost deliberately inadequate EGR and oil cooler setups.
When life gets chaotic, I watch your videos for stress relief. I find it very calming watching an engine being torn down or assembled. Great content bud. Take care, cheers
Had an '06 F550 4x4 with the 6.0 PSD that really never went without a trailer. Bought it new and used it to haul raw steel and finished steel products both in town and down the highway and it was as reliable as the '96 7.3 PSD that became a backup/second truck. That being said, it remained stock it's entire life and it was maintained meticulously just as the 7.3 was. It, along with the 7.3, was sold in 2013 when my health went to hell and they both went home with the same buyer. No idea if either one is still out there making $$ for someone.
I think something a lot of people dont realize is the 450 and 550 were de tuned about 60 or 70 horsepower over the pickups and didnt have egr from the factory. Those "medium duties" tend to last a lot longer in my experience.
Hi , great videos you do . Just throwing my 2 cents in . Ive owed 2 x 6.0's work remote bush work (oil and gas drilling ) , neither truck babied by any means. Used only 5w40 rotella oil , ford filters . Worked 24/7 up north and all over canada and usa , hot or cold , no issue . Only major work done was i replaced the oil cooler before it failed as it was well known to be a problem and replaced turbo on my 2007 with a garrett powermax. Both trucks were worked hard in demanding off road environments and never let me down. Doesn't matter what engine you run , if saving money on oil quality is a priority then she will slap you in the face down the road , proper maintenance is always cheaper in long run .
I’m still driving my 04 6.0 power stroke. 250 thousand miles. 12 years now. It’s been a good truck, Non deleted also, Upgraded hpop, rebuilded myself, and upgraded egr system. But still there.
Obviously, from the condition of the oil and coolant, a highly neglected engine. Possibly the EGR cooler failed, and coolant got into the cylinders, causing the rust in the front intake ports. It was the intake valves that hit the piston. When these engines sit too long, the valve guides can rust and hang the valves, causing the pistons to strike the valves. It happened early on with the VT-365 in school buses. You can't let them sit over a humid summer. But a blown EGR cooler would do this, as shown. This salvaged engine also appeared not to have been covered, letting rain into the exhaust. So a high humidity condition for the combustion chambers. I've experienced salvaged gas engines like this. The low-pressure oil pump gears only have dimples when hard debris has been sucked through, but even bearing materials can leave scars. Whoever owned this truck prior should be banned from owning another vehicle.
I’ve had 6.0’s drive into the shop with slight ticks from injesting a bolt or nut from a previous repair. They have their issues but are a pretty good engine. It’s more reliable than any of the new diesels that can leave you stranded on the side of the road from a bad EGT sensor.
I’ve worked on a ton of these from engine builds to head gaskets and all that. Those dimples on the oil pump is 100% damage. Usually damaged by needle bearings from a failed lifter but those are usually rice shaped. I’ve seen those little dimples in 2 trucks I worked on and in both it was from the very small nut coming off the spool valve on the injector. It’s like a 3mm nut
I was thinking balancing holes too. And maybe direct the pressure as well? No clue. Definitely could be from a tiny little ball bearing or something else that got tumbled into a bead before it got in there. They did look machined.. 🤷♂️ Fords… lol
Diesel pro tip. Next time grind off or wire wheel the carbon ring and the piston will come out with no issues at all. If your going to reuse the block spray it with mystery oil and use Scotch bright to remove the carbon ring.
I have a 6.0 made day 4 of production. In 2016 my wife and I bullet proofed it. We never messed around trying to get more power out of it . . . it pulled our 32 foot fifth wheel just fine. We still have the truck . . . it is over 20 years old and still going. Gets excellent fuel economy.
I don't ever expect to get rid of my 2003 F250 Super Duty with my bullet proofed 6.0l. I turned wrenches at Mercedes-Benz for 20+ years. I've driven a lot of vehicles. Ford and IH teamed up to build a new diesel engine to meet new emissions standards and replace the 7.3l. The 6.0l has more torque and horsepower. The new 5-speed transmission shifts like a Benz and I have never had a transmission issue at all! I have 150K on my transmission and the fluid is still red. I live in Oregon, and I like to make Jeep trails into Ford trails. Even before I bullet proofed the engine, my truck had towing power! I was hauling a huge Verizon cell phone tower backup generator (with a Cummins 4-cylinder diesel engine) on a dual axle 20' tilt bed trailer. In short, I was using cruise control I-5 south and started up a mountain pass. Wildrich and I were amazed going up the pass. I had my truck in cruise control and NOT on the towing transmission mode. My F250 downshifted in cruise control and actually took off/sped up very impressively as if I wasn't towing anything! Say what you want about Ford and the 6.0l
I've worked extensively with these once they are bullet proofed they are pretty reliable. They have a super solid bottom end. Problem is there is a ton of O-rings the the HEUI system and they leak
I’m not a diesel guy but putting a egr cooler and the oil cooler in the hot valley seems like a great idea. Nothing can go wrong sandwiching the coolers between the hot cylinders and intake manifold.
@@CrowdControl123 they don't rely on heat alone, compression is what they rely on, but I guess compression creates heat but hey pistons also melt at 1300 degrees so it's also not all about heat
Eric so sorry I missed you when I stopped by your shop when I was passing thru town this week. It was great seeing all the desk ornaments at the front counter. I recognized many of them from all your tearvdowns.
I got a 6.0L Poweratroke myself, but in a much heavier application. Mine sits in a 2006 IC CE200 School bus with the engine rated at 200HP and 520lbf of torque. In the International chassis the engine was known as the VT365. (Bottom end and heads are the same between the VT365 and the 6.0L Powerstroke) In service the engine was quite stout and it ran well but it wasn’t without problems. I have driven several CE200s (besides my own) and have also seen several problems including engine blow-by, dropped compression (sometimes on a whole bank of cylinders), blown EGR coolers, stuck EGR valves, and hard starting to name a few. Performance was alright but it did feel substantially underpowered right off the line and it took a while to get up to speed. (I can’t fault the engine for the underpowered performance due to it moving an 8 1/2 to 9 ton school bus.) The engine never took kindly to ether usage or being run hard and was temperamental at best. That being said, I enjoy the VT365 in mine and it’s a stout little engine when all ran well.
I work for the shipping company that has brown trucks and we have a boatload of these engines and we have a boatload of problems with these engines. Thank you for making this video and helping me to understand where these parts are located. 👍
I worked for an electrical utility company that had a fleet of bucket trucks powered by those engines. They ran on Rotella engine oil and whatever was the cheapest coolant. That’s why they had issues.
I'll guess the EGR cooler failed causing coolant to leak into the exhaust. The engine was losing a lot of coolant and was topped off with plain water few times.
Good video as usual. If you do not have a lift truck, I highly recommend getting one. These save your back by being able to be raised to about waist heigh and then can be lowered to the height of your scale, parts cleaner, etc. This way, you could just raise the lift truck to engine head height, place the heavy head on the truck(without bending over), go to your scale or cleaner, etc. and lower the head to the height needed. I just used mine to unload two 40 lb bags of post concrete and then deliver it to the post hole. Harbor Freight is one place that sells these.
As someone who has suffered from lower back pain and seeing others in much worse pain from lifting too much...I agree with this...I like the idea of a lift truck.
How times have changed... I had to get some coolant for my car the other day. Went to the local parts shop, and was greeted with a rack of something like 16 different types! Back in 'the day', we only had one. And it was called 'anti freeze'. (But we did have two different types of ATF, which was still annoying back then.)"
I am also baffled by the ridiculous number of different kinds of ATF now as well. I just use the cheapest coolant like I always have. You know it is a scam when you can only buy the right kind from a dealer at a ridiculous price. I have trouble finding type "F" ATF these days for my vintage Ford. The day may come when I have to drive my Dodge.
@@MaxNafeHorsemanship The Meijer stores in the Detroit area carry Type F transmission fluid. Over $6 a quart. Was around $3 a quart before the "Let's Go Brandon" era.
@@edbaczewski2959 I'm in Canada. My fav parts store no longer carries type F so I have to buy it at a store I don't like when they happen to have it in stock. I guess not many people drive old Fords.
That oil pump isn't supposed to have dimples. The rollers on the lifters occasionally let go and the needle bearing will get chopped up by the oil pump. Seen it happen a few times now
100% agree. 6.0 lpop gears don't have dimples unless metal debris goes through the gear mesh, and the lifter needle bearings are generally the culprit.
I replaced my 2006 6.0l about 1 year ago for about $19K CDN. Given used truck prices at the time it was my best choice, I'm the original owner of the truck and really like the truck overall. The failure of the old engine was a stuck open exhaust valve. No idea why, it was my daily driver. 400,000 km on it. Really enjoyed your teardown.
as eric said, the intakes get clogged.. mate bought a jag, 4.2 with bent valve,,carbon build up from not being thrashed.. direct injection, you have to manualy clean the intakes..nice job..egr needs gone..
HEUI Injection system international used in this and 7.3 motor. Hydraulic Electronically controlled Unit Injectors. High pressure engine oil(500 -20,000 psi) is used to pressurize diesel fuel and forced into cylinder to ignite upon compression. Hence the oil rails inside.
Bought my first 6.0 a few months ago and absolutely love it. Found one with a manual trans and flew out of state to get it. 200k on the block and knew going in they had their fair share of issues and mine was no exception. Had to replace injectors, IPR screen, and even went for the HPOP coupler thinking that was my low oil pressure issue. To be honest, they’re really easy motors to work on. People say using an engine monitor is key to noticing an issue before it gets serious so I use a Scangauge 3. As well as additional oil and coolant filters. It’s so raunchy and obnoxious and the turbo sounds like a goddamn jet. Love that truck.
@@jeffreygoss8109 For me it is. Might not be for others. I don’t mind working on stuff. I also like not having a payment, lower insurance and registration fees etc. Would recommend going with an 06 or 07 if you’re considering. They made a lot of changes by then.
@@johncoops6897 They have their issues but some 6.0’s can go for a half million miles without much modification. Of course having a new 6.7 is always nice but the $80-90,000 price tag wasn’t very attractive. Plus, can’t find them in stick anymore and that takes all the fun out of it. Like I said, monitor your engine, change oil routinely and take care of it, these motors will run forever.
@@hasenafarms6448 - of course. However I am sure you understand that a motor that requires modifications in order to be as reliable as other standard (non-modified) designs is the exact opposite of a "reliable engine". Since when was 150-200K a good lifespan for a diesel?
Thanks for doing the 6.0 i bought one just over 2 years ago and still love it... 200,000 miles and has given me only a few issues with EGR and a bad boot on turbo!
There is always such a tool in most professions. I had a messily 8" wire that I could use to pull wires through tiny holes in the wall. I called it "The million dollar tool."
Thanks for doing the 6.0 Powerstroke! I went through a 6.0 rebuild and it was financially devastating but the truck seems reliable ever since. Do the 2.0 L Volkswagen TDI (engine code BHW) from a 2005 Passat and you will have done every engine I own. Note that you should probably specify in the title that the 6.0 Powerstroke you torn down is a 2004.5 to 2007 6.0 Powerstroke. There are significant differences in the water pump diameter, locations of sensors and the design of the high pressure oil system from the 2003 to 2004 models. Some people won't buy a non-2004.5 to 2007 6.0.
you need a white board in the background that tally's engine fatalities and the cause.... like *wont turn over* (10) bent rods (2) water in cylinder (1) broken crank
Thanks. I enjoyed the video as I had never seen the bottom end of a 6.0. My early 2004 in an F350 dually blew the EGR cooler at 90k miles. With the help of Diesel Tech Ron, I bullet proofed my engine and it runs like a champ now. Ford rolled out the engine before International Harvester could work out all the bugs, which is why they are problematic. But once bullet proofed, they are strong and reliable. Plus, I love the loud diesel engine sound. But they do have to be maintained and ran hard. These trucks are stallions.
Bought mine new in 03 and love it. Kept it stock and daily driver near Seattle . Ford did top end at 90k miles under warranty and now have 308k miles. Ford did put new injectors and Ficum last year and said may need EGR valve cleaned. Little smoke for a second when stomping on it. Been good truck F350 Lariet 2003.
I have an '06 with over 560K kms/350K miles on it with the OEM heads still bolted on so this vid was a little hard to watch and I found myself giving you advise :) Maintenance, maintenance , maintenance with this engine. Plenty of clean oil and change it often, fresh high CCA batteries and change the coolant when required. Do not get extending the oil change interval even with synth. It is not that hard to work on once you get the hang of it, requires no weird tools but does demand some time to get some things done - a whole weekend to change out the oil and egr cooler. Mine is a daily driver, still runs like a scalded cat, has no tuner on it and with truck prices the way they are will be in the driveway for a long while yet. Great vid as usual! BTW sure that was an '06? The turbo oil feed tube should have been a solid pipe on the '06 and '07, no flex in the middle.
My 2005 F250 has been running fine for a few years now. Modifications include new ringed heads, head studs, oil cooler, no egr, coolant filter, and a secondary bypass oil filter. I bought it down south, no rust, some bruises, but it was and is a work truck. Hopefully those modifications plus keeping the oil changed should make it live long enough to rust out in my northern rust belt state.
I also have a 2004 F350 6.0 and have done everything you have done plus more. Unfortunately I invested all the repairs/upgrades myself so now I want to get my $ out of her. She is still on the road now 20 years old and going strong.
Another fantastic teardown, Eric! I had to comment because another video made me think of yet another tool for your arsenal. They had broken a breaker bar, and instead of scrapping it they ground down the broken end and used it as a steel drift! So if that brass drift isn't doing exactly the trick, give a steel one a try.
6.0L are an "International" motor that Ford modified. Problems with stock was the coolent. The blocks are sand cast so some leftover sand causes the coolant to turn to silica reducing cooling overheating the engine blowing head gaskets. A coolant filter is a must for longevity. Also the injectors would clog with oil sludge.
@@darwinfoster7420 Ahhh no... 6.0 and 6.4's were junk Navistar\International engines. The 6.7 was a ground up, brand new engine developed by FOMOCO. With very few issues by the way.
That's not exactly what happens. It's not casting sand, it's isolated silica from Motorcraft gold coolant. Ford added silica as a better conductor of heat. Coolant can flash boil in the egr cooler which isolates the silica and, in turn, plugs the oil cooler. Once the oil cooler is plugged, it reduces coolant flow to the egr cooler. Over time, the egr cooler develops heat fractures and eventually it fails sending coolant into the combustion chambers and blows headgaskets.
The coolant precipitated out its inhibitor package. It had nothing to do with sand. The sand was a separate problem. You have to get rid of the ford gold and go to a NAVSTAR approved ELC, then install coolant filtration to deal with the sand, which will keep coming for years. I’m still getting it in my coolant filter after 18 years. If injectors are failing due to sludge, you are not taking care of your oil, using cheap oil, and not using bypass filtration. It’s all a function of maintenence.
Love your videos, highlight of my Saturday Night (Yes I Need A Life) BUT I think you jumped to the "Big Guns" too quickly pulling the pistons out of the bore! A little liquid wrench and some working back/forth before hammer on hammer action! 🙂 WOW those valves were determined to stay open! AWSOME!
You have to keep up with the coolant changes on the 6.0 or else things get stopped up like this engine. I'm quite sure the oil cooler would have also been completely stopped up, which is the fatal flaw on this engine (part of what the Bullet Proof kit addresses). The oil cooler is under the cover that the oil/fuel filter housings bolted down to.
The first thing you have to do is loose the ford coolant. I use a NAVSTAR approved ELC, which wont precipitate out the crap that plugs up the oil cooler. The ford shit breaks down due to the high temperature of the EGR cooler.
I know a guy who does not ever change his oil in his dodge truck. I can’t even imagine what it looks like on the inside of it. He just keeps adding but never changes. I guess he’s one of those guys who has a lot more money than brains.
If it leaks a ton, it may work out. I had a Land Rover discovery 2 that I bought for $1000 several years ago. It leaked a quart every week, so I just put oil in it often, and replaced the filter every so often. I thought it’d die within a year or so, and was fine with that as it’s not pretty, and wasn’t expensive. It’s only a beater/spare. I finally fixed the leak after 5 years and 80k miles, and now change the oil whenever I feel like it. I’ve now owned it for 13 years, and 150k miles (over 230k on odo). Sometimes it’s just an engine can stand neglect, and you luck out. Dude you know probably got lucky. Lol
Or, all those money pits will be recycled into Chrysler/Fiat diesels, the next worse diesel on the planet. That way they can continue their legacy of sub-par performance and nightmarish operational problems in a new form.
As the owner of an 07 6.0 dually 4x4 Lariat. The engine in and of itself has been great. Zero issues with the block, rotating assembly and heads. It"s had the following usual (so ive heard) problems. EGR cooler, oil cooler, turbo, injectors, glow plugs, etc.
I need help !!!! I sooooo look forward to these videos. I describe them to coworkers etc. And they get a weird look on their face. KEEP THIS UP IF YOU CAN !!! Yer probably an extremely busy dude. The Saturday tear downs are the greatest
Weird worked on a lot of cummins engines not all of them are simple. The only reason people like the isb is because there is 30 years of information that keeps being sent back around. Its like a mechanical cat its really not easier.
@@jdrok5026 cope. People like the ISB because it’s better. No HUEI. No pulling head bolts out to remove the rocker box, rockers, etc. It’s much easier to work on and doesn’t fall apart when you add a bunch of power.
@@ThanksHero literally you did not make a compelling argument and the 6.0 is one of the higher hp poeerstrokes. The cummins does fall apart with power. Its why there are many things you need to do on that platform also to make good power. Its also not much easier to work on. A lot of the cummins easy points are simply because its older. Most people slap on parts other people make for them and still understanding how to do everything properly isn't easy. I'm a diesel technician by training and work with them extensively. Even duramaxs are easy. People complain about simple shit all the time while not knowing their ass from a hole in the ground. As I said its a lot like a mechanical cat except there is more widely known information. Because its regurgitated so frequently. Even on that point most people can barely figure out the proper procedures anyway and just slap shit together.
@@ThanksHero literally heavier cylinder head things get stuck depending on configuration shit is in the way. Its a parent bore engine so checking the bore properly is extremely important just like the 6.0. The things long so is 99% of the time shoved into things that make it a pain to work on the rear or front section of the engine. Oh and keeping in mind there are several iterations of the engine. Yall act like heui is bad its really not. Cats also run them and very few complaints about them or even the heui Navistars infact a ton of complaints are from not taking care of it.
Had a few of them at work - 2WD F250- loved it and lots of power no real issues! Drove another one same company in a F550 and it was pure garbage with lots of EGR issues
Well most the time he can't get to the bolts so he would have to rotate the crank to get them into position. These rods are different from most because of the angle the caps are set at instead of the normal 90 degree.
You should do an International (Navistar) MaxxForce DT. I used to drive a school bus that had one, and while mine wasn't bad, I've heard horror stories. (Past and over the radio on route). I did notice they are pretty gutless. I'd just like to see one torn down. Your videos help me in deciding what projects I want. Lol
Fun Fact… From a Ford Diesel Tech… Most of the serious issues for the 6.0s were in the 03 and 04 models, 06 and 07 were much more reliable. Ford continued to use the 6.0 in Van chassis through 2010 because the 6.4 wouldn’t fit. A lot of Ford guys like them because they are Pre DPF and are surprisingly Fast of the line. Guys.. Please change your oil and watch your fluid levels… make my life easier
Eric, if you wanted to save the rods and pistons, would you have pushed the pistons back down the bore, then give them a dingleberry hone with lots of cleaner, penetrant before driving them up?
My 2005 king ranch passed 500K miles 2021. I know these engines have a bad rep, but it makes me like mine even more. I am hoping to have some time to raise the cab and perform much needed upgrades, but time sometimes is hard to come by when it’s controlled by money.
My "very limited" experience with my '06 F350, 6.0, was quite positive. I was driving "Hot Shot" runs pretty much anywhere and everywhere, pulling a 26' gooseneck trailer (for just over 2 years 150K+ miles) with no issues at all. And I have to say, many of those miles were at 40+/- psi on the boost gauge. Maybe I lucked out and got one of those "one-in-a-million" engines, but personally, I can't complain. One thing I did RELIGEOUSLY was CHANGE THE OIL!!! Every 5000 miles. It looks like whoever had this truck obviously did not.
The 7.3 also uses a very similar fuel system. This is why the 7.3 is considered to be as durable and long lasting as the 12v 5.9, but not as simple or reliable. The HEUI fuel system has its perks, but also downsides. You can't kill a HEUI engine by running it out of oil. You will lose fuel injection as soon as the oil pickup tube starts sucking air. When one of the 7.3 fleet trucks at my work died and wouldn't restart, I told the driver to check the oil. Sure enough, dry dipstick and it started back up after adding more oil. It ended up needing a new turbo, but didn't get run out of oil at least. The driver (20y/o that doesn't know much) would have certainly driven it until engine failure if it hadn't shut off.
We have an 06 6.0. Stock other than a MBRP 3.5" exhaust and driven like a gradmother..... Started consuming coolant at 120k on the clock. Had it bulletproofed, EGR backspaced (LOL!!), and a mild 80hp tune. Wow a different truck!!
at work we had about 5x 05-08 f450s with 6.0s and about 10x 04-08 f150s with 4.6s and 4.2s tucked in the boneyard waiting to be fixed or scrapped. the f450s all had 100-120k with the highest being 150k, and the f150s all had 150-250k with the highest being 275k. the 450s we did fix cost around 25k each in parts and labor because we just dropped new engines in since the old ones werent worth fixing, the 150s were 1-5k depending on if they needed just parts or a whole engine. it cost us less to fix ALL of the 1/2 tons we did fix than it cost to do ONE 1 ton.
@@thebudman67 the person that had my job previously ordered a whole fleet of 6.0,6.4 and 6.7. I finally have most of the 6.0s gone. My supervisors complain about maintenance cost. My response is as long as this junk is in service be prepared to pay
I have a 6.0 and it definitely will be my diesel truck forever. I love the "simplicity " of those years. It's a good balance between complexity and benefits (including the 5R110 which I love vs the 6R140 or the 6.4 with its problems and common rail injection, I prefer HEUI).
It's the new hashish and rozens mix we are working on. We can come close to the homogenatian of coolant and motor oil. You have made some very useful observations.
Most of the failures can be attributed to poor maintenance, they are sensitive to prolonged oil changes. Also needed coolant changed regularly, and as stated as long as you didn't tune them the stock head gaskets and head bolts where perfectly fine .
That was a seriously neglected engine, but to look under the valve cover, you wouldn't suspect a thing. Considering the investment in these, it's a shame someone didn't care.
Dont run water as coolant. Upgrade the egr cooler the stock one is junk. Run Archoil in 6.0 Ford diesel. Problems solved. I know from experience 13 years of running mine full send.
I owned a 2006 F250 with the PowerJoke engine. Bought it new. At just over 100k, which is a teenager for a diesel, a $10 roller lifter failed eating the cam and leading to a full engine teardown. This was my first diesel and I spent the extra coin on a diesel because of their "reliability". Yeah.....right. This vid brought back memories as I tore it down myself and made all the repairs. I still have the cam. BTW, I was religious with maintenance and upkeep....especially the oil.
@@POVwithRC - there is nothing wrong with someone being a realist. No matter how much love an engine has (which is bizarre in the first place), that love will end when the engine fails.
Love my 6.0L Powerstroke. Not bulletproofed, not tuned, not abused, just loved. 268,000 and still going strong. Edit: Not babied either. Used in the mountains daily to plow snow, move people and occasionally move a travel trailer long miles.
Friggin aye buddddd🎉🎉
I have a 6.4 Powerstroke that is absolutely gutless. It is in a work truck, 50k on the engine, 250k on the truck. It can't even get out of its own way. It'll pull anything, just not quickly. Top speed is 65 and takes 10min to get there, empty. No one can figure out why it's so damn slow.
Fancy seeing you here 😂
I personally don't like fords mostly because of helping friends with newer ones. I hate 3v because of ford. I refuse to buy or work on one. What keeps you motivated about them? I've only worked on 1995-2016 mind you. The only ones I liked were the IDI and 7.3l.
@@crazycoffee how did you come about the video and then find yourself reading comments ?
I like stroking
I have 330000 unoriginal miles in my 06 F550. I wasn’t a fan in the beginning but when compared to all the new diesel engines with all the emissions issues and def/ fuel issues, it really is not that bad. I thank Diesel tech Ron for all the videos on 6.0’s.
Its called DEF deletes
@@shadowopsairman1583 lol what 6.0 had DEF
@romanromero1142 may god bless diesel tech Ron dude.
Sad Ron passed away some years ago. His videos have helped countless people. RIP Ron.
@@shadowopsairman1583 Federal Govt is currently hammering those that do performance tunes and emissions deletes with its full weight. They are forcing the customer lists including VIN numbers and addresses out of the companies. So deletes are a bad idea. Its also illegal to sell deleted vehicles. Thats another thing they are after. I saw 3 used car dealers get fined out of business for selling deleted trucks in south Texas.
As a (former) diesel tech, I’m definitely a fan of the 6.0. I’ve made thousands and thousands of $$ repairing these. Honestly, once you learn the tricks about them, they aren’t hard to work on (in an F-series/Excursion, they suck in an E-series). They are much easier to work on any of the newer Powerstrokes or the Isuzu Duramax. They honestly aren’t that unreliable if left stock and the oil is changed on time *with the correct oil* . Excessive soot in the oil due to extended oil change intervals is what tends to damage the HEUI o-rings (sooted oil is abrasive)
The cylinders had fuel in them because there is a fuel passage in both heads that deliver fuel to the injectors. If you pull the injectors before draining the passage, all the fuel dumps into the cylinders. Usually the cylinder of whichever injector you pull first. I’ve seen some people hydrolock the engine by dumping fuel in them when they pull the injectors.
You know your stuff, and give good advice. Now, how do we get people to follow it?
@@wallacegrommet9343 That’s the best part, you don’t!
The problem is that truck bros never leave those things stock, which leads to problems....
"oil is changed on time with the correct oil" truer words never spoken!
@@Losingsince haven't had any Core engine issues with a modified 6.0L....... but i am doing a engine rebuild a injector tip broke off (poor quality reman) but the truck ran on 7 cylinders for over 2 years. and i'm just now doing a rebuild on it. 230,000 miles 7 cylinders and 700 horsepower and 1400 tourqe when it had 8. and a blown intercooler (i couldn't tell because it would still build 60 lbs of boost with a borg warner 369 SXE) and high rev valvespring kit. and head studs and performance lifters and stage 2 cam. billet water pump.
the only thing stock on the engine was the intercooler. ofcourse it failed.
0 oilcooler or EGR issues on the truck the root of all the ailments of the 6.0. since mine doesn't have them. upon teardown of the truck. the lifters and all the bearing surfaces looked brand new.
it rolled around for roughly 50,000 miles with piston rings from one cylinder rolling around in the oil pan. and it was still far more reliable than my couple year old less than 40,000 mile bone stock F250 platnium with 6.7 powerstroke.
that 2018 left me stranded more times than i could count. and went into limp mode about every other month.
i think the only way to live with a 6.0L. is build one. or keep it bone stock and do extreme maintence intervals to it.
i changed my trucks oil every 3000 miles. i used conventional 15W-40 year round.
one thing i noticed during tear down. all the casting sand had built up around where the bulletproof diesel oil cooler delete plate blocks the coolant passage for EGR and oil cooler. it was probably half a pound of sand compacted there.
and the trucks been in this configuration for the better part of 15 years.
To answer a few questions:
The hose connector between the oil and EGR coolers has a metal end with an o ring, so it does just slip off.
I haven't seen bad cam bearings, but I've only had the cam out of one engine. Ironically, that one did have a bad lifter so it got a new cam as well.
Usually you break those big allens loose before pulling the oil rails, that's the standpipe and dummy plug.
There is a special tool for pulling the standpipe, it's pointless for a single use like this, especially if you're pitching the parts.
The injectors rarely go bad, they're a pretty solid design. They can start sticking on high mileage engines, usually I'll switch them over to Delo 10w30xle and it helps. The self pulling feature of the hold downs is nice.
The biggest killer on these is the combo of the coolant path with using the wrong coolant. It flows through the oil cooler, through that little hose into the EGR cooler, then down through the donut to the water pump. Silicate coolant like the green stuff will precipitate out in the high temps of the EGR cooler, then come back around and plug the oil cooler. This will starve the EGR cooler, melting it and letting boost flow in or coolant to flow up and into the engine. While the head bolt design isn't great, the majority of blown head gaskets are actually blown EGR coolers.
Great insight, thanks
This is very good information. Thankyou!
The biggest killer was plain old poor engineering: They didn't provide enough engine to handle the power output. The 'fix' is a total redesign of the fragile high-pressure oil/fuel delivery system and pitifully and almost deliberately inadequate EGR and oil cooler setups.
Wrong Coolant? Looks like just water was used and no coolant at all judging from the rusted water jackets and rusted water pump.
Flush coolant and use Cat elc along with Archoil additive at every oil change to prevent striction will help.
The hammer closing the valves was a highly satisfying moment. I wanted to see that so bad.
Power Stroke whack-a-valve! Gotta love it when you give Eric a value-less engine!
When life gets chaotic, I watch your videos for stress relief. I find it very calming watching an engine being torn down or assembled. Great content bud. Take care, cheers
Same here. One would think I'd be tired of watching due to being recently retired. I was a tech for 35 years. I guess just in my DNA lol
Had an '06 F550 4x4 with the 6.0 PSD that really never went without a trailer. Bought it new and used it to haul raw steel and finished steel products both in town and down the highway and it was as reliable as the '96 7.3 PSD that became a backup/second truck.
That being said, it remained stock it's entire life and it was maintained meticulously just as the 7.3 was.
It, along with the 7.3, was sold in 2013 when my health went to hell and they both went home with the same buyer. No idea if either one is still out there making $$ for someone.
I think something a lot of people dont realize is the 450 and 550 were de tuned about 60 or 70 horsepower over the pickups and didnt have egr from the factory. Those "medium duties" tend to last a lot longer in my experience.
@@MrCarsandguitars I didn't realize the 450 and 550 didn't have EGR coolers. Yes that would make a BIG difference.
@@lvsqcsl yeah ive seen plenty of 550 dump trucks with over 400k miles
Hi , great videos you do . Just throwing my 2 cents in . Ive owed 2 x 6.0's work remote bush work (oil and gas drilling ) , neither truck babied by any means. Used only 5w40 rotella oil , ford filters . Worked 24/7 up north and all over canada and usa , hot or cold , no issue . Only major work done was i replaced the oil cooler before it failed as it was well known to be a problem and replaced turbo on my 2007 with a garrett powermax. Both trucks were worked hard in demanding off road environments and never let me down. Doesn't matter what engine you run , if saving money on oil quality is a priority then she will slap you in the face down the road , proper maintenance is always cheaper in long run .
I’m still driving my 04 6.0 power stroke. 250 thousand miles.
12 years now.
It’s been a good truck,
Non deleted also,
Upgraded hpop, rebuilded myself, and upgraded egr system.
But still there.
Amazing how the sounds of the head bolts cracking loose and the air impacts are so satisfying!
Obviously, from the condition of the oil and coolant, a highly neglected engine. Possibly the EGR cooler failed, and coolant got into the cylinders, causing the rust in the front intake ports. It was the intake valves that hit the piston. When these engines sit too long, the valve guides can rust and hang the valves, causing the pistons to strike the valves. It happened early on with the VT-365 in school buses. You can't let them sit over a humid summer. But a blown EGR cooler would do this, as shown. This salvaged engine also appeared not to have been covered, letting rain into the exhaust. So a high humidity condition for the combustion chambers. I've experienced salvaged gas engines like this.
The low-pressure oil pump gears only have dimples when hard debris has been sucked through, but even bearing materials can leave scars. Whoever owned this truck prior should be banned from owning another vehicle.
Yes!
I’ve had 6.0’s drive into the shop with slight ticks from injesting a bolt or nut from a previous repair. They have their issues but are a pretty good engine. It’s more reliable than any of the new diesels that can leave you stranded on the side of the road from a bad EGT sensor.
Yea the little 6mm nuts people drop down next to the intake manifold and when you take the manifold off next time,that’s what the tick came from
I’ve worked on a ton of these from engine builds to head gaskets and all that.
Those dimples on the oil pump is 100% damage. Usually damaged by needle bearings from a failed lifter but those are usually rice shaped.
I’ve seen those little dimples in 2 trucks I worked on and in both it was from the very small nut coming off the spool valve on the injector. It’s like a 3mm nut
They almost looked like balancing holes that are drilled in electric motors and other fast spinning things.
I was thinking balancing holes too. And maybe direct the pressure as well? No clue. Definitely could be from a tiny little ball bearing or something else that got tumbled into a bead before it got in there. They did look machined.. 🤷♂️ Fords… lol
Diesel pro tip. Next time grind off or wire wheel the carbon ring and the piston will come out with no issues at all. If your going to reuse the block spray it with mystery oil and use Scotch bright to remove the carbon ring.
I have a 6.0 made day 4 of production. In 2016 my wife and I bullet proofed it. We never messed around trying to get more power out of it . . . it pulled our 32 foot fifth wheel just fine. We still have the truck . . . it is over 20 years old and still going. Gets excellent fuel economy.
What’s your mpg
@@shiningstaer 20+ highway running empty.
@@davidgates1122 that’s good. I want one. My ecodiesel gets 28-31 depending on speed. It’s my luxury truck. I need a work truck I can beat to heck
I don't ever expect to get rid of my 2003 F250 Super Duty with my bullet proofed 6.0l. I turned wrenches at Mercedes-Benz for 20+ years. I've driven a lot of vehicles. Ford and IH teamed up to build a new diesel engine to meet new emissions standards and replace the 7.3l. The 6.0l has more torque and horsepower. The new 5-speed transmission shifts like a Benz and I have never had a transmission issue at all! I have 150K on my transmission and the fluid is still red. I live in Oregon, and I like to make Jeep trails into Ford trails. Even before I bullet proofed the engine, my truck had towing power! I was hauling a huge Verizon cell phone tower backup generator (with a Cummins 4-cylinder diesel engine) on a dual axle 20' tilt bed trailer. In short, I was using cruise control I-5 south and started up a mountain pass. Wildrich and I were amazed going up the pass. I had my truck in cruise control and NOT on the towing transmission mode. My F250 downshifted in cruise control and actually took off/sped up very impressively as if I wasn't towing anything! Say what you want about Ford and the 6.0l
I've worked extensively with these once they are bullet proofed they are pretty reliable. They have a super solid bottom end. Problem is there is a ton of O-rings the the HEUI system and they leak
Don’t change the oil, neglect maintenance, then say this diesel is junk.
I’m not a diesel guy but putting a egr cooler and the oil cooler in the hot valley seems like a great idea. Nothing can go wrong sandwiching the coolers between the hot cylinders and intake manifold.
@@CrowdControl123 - So far, 24 people didn't know that. 😉
It makes maintenance such a joy too.
@@selfaware9266repair is the biggest issue. It’s a sob to replace
I fantasize about attending an SAE conference and forcing the attendees to repair some of their designs.
@@CrowdControl123 they don't rely on heat alone, compression is what they rely on, but I guess compression creates heat but hey pistons also melt at 1300 degrees so it's also not all about heat
Eric so sorry I missed you when I stopped by your shop when I was passing thru town this week.
It was great seeing all the desk ornaments at the front counter. I recognized many of them from all your tearvdowns.
Stalker. 🤣
Love these tear downs always learn something and see how badly messed up engines can be 😂. Some of them look like a bomb went off 😮
Thats what happens when people put tuners on them and drive them like a race truck.😊
I got a 6.0L Poweratroke myself, but in a much heavier application. Mine sits in a 2006 IC CE200 School bus with the engine rated at 200HP and 520lbf of torque. In the International chassis the engine was known as the VT365. (Bottom end and heads are the same between the VT365 and the 6.0L Powerstroke)
In service the engine was quite stout and it ran well but it wasn’t without problems. I have driven several CE200s (besides my own) and have also seen several problems including engine blow-by, dropped compression (sometimes on a whole bank of cylinders), blown EGR coolers, stuck EGR valves, and hard starting to name a few. Performance was alright but it did feel substantially underpowered right off the line and it took a while to get up to speed. (I can’t fault the engine for the underpowered performance due to it moving an 8 1/2 to 9 ton school bus.) The engine never took kindly to ether usage or being run hard and was temperamental at best. That being said, I enjoy the VT365 in mine and it’s a stout little engine when all ran well.
I work for the shipping company that has brown trucks and we have a boatload of these engines and we have a boatload of problems with these engines. Thank you for making this video and helping me to understand where these parts are located. 👍
Interesting, I worked there for 5 years on the hub side. Only ever saw 7.3s, 4.6s, and 5.9s. The mechanics at our hub were usually pretty slow.
I worked for an electrical utility company that had a fleet of bucket trucks powered by those engines. They ran on Rotella engine oil and whatever was the cheapest coolant. That’s why they had issues.
I'll guess the EGR cooler failed causing coolant to leak into the exhaust. The engine was losing a lot of coolant and was topped off with plain water few times.
I am inclined to agree with you. I have seen those coolers fail and water run out the exhaust and through the engine.
could be the owner was just too cheap to buy actual coolant in the first place
Yeah thats definitely what happened
Aw, yiss! It's Saturday night and time for a teardown.
Yesss dude yesss! The Powerstrokers appreciate all your efforts!!
‘03 6.0 201k
Love the shout out to Arod. I dont have a powerstroke and i still watch his videos 😅
Good video as usual. If you do not have a lift truck, I highly recommend getting one. These save your back by being able to be raised to about waist heigh and then can be lowered to the height of your scale, parts cleaner, etc. This way, you could just raise the lift truck to engine head height, place the heavy head on the truck(without bending over), go to your scale or cleaner, etc. and lower the head to the height needed. I just used mine to unload two 40 lb bags of post concrete and then deliver it to the post hole. Harbor Freight is one place that sells these.
As someone who has suffered from lower back pain and seeing others in much worse pain from lifting too much...I agree with this...I like the idea of a lift truck.
This is how I know when it's time for my Saturday night dinner, Eric releases a new video.
One of the few channels I watch. No intro... Just right to work!
Thanks!
How times have changed... I had to get some coolant for my car the other day. Went to the local parts shop, and was greeted with a rack of something like 16 different types! Back in 'the day', we only had one. And it was called 'anti freeze'. (But we did have two different types of ATF, which was still annoying back then.)"
I am also baffled by the ridiculous number of different kinds of ATF now as well. I just use the cheapest coolant like I always have. You know it is a scam when you can only buy the right kind from a dealer at a ridiculous price. I have trouble finding type "F" ATF these days for my vintage Ford. The day may come when I have to drive my Dodge.
@@MaxNafeHorsemanship The Meijer stores in the Detroit area carry Type F transmission fluid. Over $6 a quart. Was around $3 a quart before the "Let's Go Brandon" era.
@@edbaczewski2959 I'm in Canada. My fav parts store no longer carries type F so I have to buy it at a store I don't like when they happen to have it in stock. I guess not many people drive old Fords.
Wal-Mart?
@@edbaczewski2959 LOL...I hate WalMart so much I haven't even looked to see if they have any.
Begged for an oil change 😮. Thanks for the video Eric nicely done on the 6.0. Take care of yourself and family and be Blessed ❤️❤️👍.
That oil pump isn't supposed to have dimples. The rollers on the lifters occasionally let go and the needle bearing will get chopped up by the oil pump. Seen it happen a few times now
100% agree. 6.0 lpop gears don't have dimples unless metal debris goes through the gear mesh, and the lifter needle bearings are generally the culprit.
Was looking to make sure someone mentioned this. I have some great pictures of ones that's were completely destroyed.
I replaced my 2006 6.0l about 1 year ago for about $19K CDN. Given used truck prices at the time it was my best choice, I'm the original owner of the truck and really like the truck overall. The failure of the old engine was a stuck open exhaust valve. No idea why, it was my daily driver. 400,000 km on it. Really enjoyed your teardown.
Sounds like a broken valve spring.
as eric said, the intakes get clogged.. mate bought a jag, 4.2 with bent valve,,carbon build up from not being thrashed.. direct injection, you have to manualy clean the intakes..nice job..egr needs gone..
That is pretty unique under the valve cover. That oil rail and fuel injectors all the way in the valve train area is something I have not seen before.
HEUI Injection system international used in this and 7.3 motor. Hydraulic Electronically controlled Unit Injectors. High pressure engine oil(500 -20,000 psi) is used to pressurize diesel fuel and forced into cylinder to ignite upon compression. Hence the oil rails inside.
Don't know why, but I enjoy the heck out of your tear downs. Thanks.
Bought my first 6.0 a few months ago and absolutely love it. Found one with a manual trans and flew out of state to get it. 200k on the block and knew going in they had their fair share of issues and mine was no exception. Had to replace injectors, IPR screen, and even went for the HPOP coupler thinking that was my low oil pressure issue. To be honest, they’re really
easy motors to work on. People say using an engine monitor is key to noticing an issue before it gets serious so I use a Scangauge 3. As well as additional oil and coolant filters. It’s so raunchy and obnoxious and the turbo sounds like a goddamn jet. Love that truck.
Yeah, but what if you want a reliable engine that doesn't need significant modification so it will be moderately reliable?
That seems like a lot of work. Is it worth it?
@@jeffreygoss8109 For me it is. Might not be for others. I don’t mind working on stuff. I also like not having a payment, lower insurance and registration fees etc. Would recommend going with an 06 or 07 if you’re considering. They made a lot of changes by then.
@@johncoops6897 They have their issues but some 6.0’s can go for a half million miles without much modification. Of course having a new 6.7 is always nice but the $80-90,000 price tag wasn’t very attractive. Plus, can’t find them in stick anymore and that takes all the fun out of it. Like I said, monitor your engine, change oil routinely and take care of it, these motors will run forever.
@@hasenafarms6448 - of course. However I am sure you understand that a motor that requires modifications in order to be as reliable as other standard (non-modified) designs is the exact opposite of a "reliable engine".
Since when was 150-200K a good lifespan for a diesel?
Thanks for doing the 6.0 i bought one just over 2 years ago and still love it... 200,000 miles and has given me only a few issues with EGR and a bad boot on turbo!
I see 6.0 I click. Excited to watch
From one mechanic to another. Sometimes I love watching u struggle with some things cuz trust me. I know the pain. Northern Iowa rust is horrible.
Blue is such a valuable tool to be one of the most primitive tools in the shop. Blue needs a raise.
There is always such a tool in most professions. I had a messily 8" wire that I could use to pull wires through tiny holes in the wall. I called it "The million dollar tool."
Thanks for doing the 6.0 Powerstroke! I went through a 6.0 rebuild and it was financially devastating but the truck seems reliable ever since.
Do the 2.0 L Volkswagen TDI (engine code BHW) from a 2005 Passat and you will have done every engine I own.
Note that you should probably specify in the title that the 6.0 Powerstroke you torn down is a 2004.5 to 2007 6.0 Powerstroke. There are significant differences in the water pump diameter, locations of sensors and the design of the high pressure oil system from the 2003 to 2004 models. Some people won't buy a non-2004.5 to 2007 6.0.
you need a white board in the background that tally's engine fatalities and the cause.... like
*wont turn over* (10) bent rods (2) water in cylinder (1) broken crank
Thanks. I enjoyed the video as I had never seen the bottom end of a 6.0. My early 2004 in an F350 dually blew the EGR cooler at 90k miles. With the help of Diesel Tech Ron, I bullet proofed my engine and it runs like a champ now. Ford rolled out the engine before International Harvester could work out all the bugs, which is why they are problematic. But once bullet proofed, they are strong and reliable. Plus, I love the loud diesel engine sound. But they do have to be maintained and ran hard. These trucks are stallions.
Good evening Eric. Surprisingly a Powerstoke engine😉. Let’s get to it and find the malice.
Another tear down to pass the time. Thanks Eric!
Bought mine new in 03 and love it. Kept it stock and daily driver near Seattle . Ford did top end at 90k miles under warranty and now have 308k miles. Ford did put new injectors and Ficum last year and said may need EGR valve cleaned. Little smoke for a second when stomping on it. Been good truck F350 Lariet 2003.
Thank you for finally tearing down a 6.0 PS. I have an 05 with 235k on it.
I have an '06 with over 560K kms/350K miles on it with the OEM heads still bolted on so this vid was a little hard to watch and I found myself giving you advise :) Maintenance, maintenance , maintenance with this engine. Plenty of clean oil and change it often, fresh high CCA batteries and change the coolant when required. Do not get extending the oil change interval even with synth. It is not that hard to work on once you get the hang of it, requires no weird tools but does demand some time to get some things done - a whole weekend to change out the oil and egr cooler. Mine is a daily driver, still runs like a scalded cat, has no tuner on it and with truck prices the way they are will be in the driveway for a long while yet. Great vid as usual! BTW sure that was an '06? The turbo oil feed tube should have been a solid pipe on the '06 and '07, no flex in the middle.
My 2005 F250 has been running fine for a few years now. Modifications include new ringed heads, head studs, oil cooler, no egr, coolant filter, and a secondary bypass oil filter. I bought it down south, no rust, some bruises, but it was and is a work truck. Hopefully those modifications plus keeping the oil changed should make it live long enough to rust out in my northern rust belt state.
Spraying the frame with Fluidfilm or even used oil is crazy effective. It practically stops rot from road salt and makes it a non issue.
I also have a 2004 F350 6.0 and have done everything you have done plus more. Unfortunately I invested all the repairs/upgrades myself so now I want to get my $ out of her. She is still on the road now 20 years old and going strong.
Another fantastic teardown, Eric! I had to comment because another video made me think of yet another tool for your arsenal.
They had broken a breaker bar, and instead of scrapping it they ground down the broken end and used it as a steel drift! So if that brass drift isn't doing exactly the trick, give a steel one a try.
6.0L are an "International" motor that Ford modified. Problems with stock was the coolent. The blocks are sand cast so some leftover sand causes the coolant to turn to silica reducing cooling overheating the engine blowing head gaskets. A coolant filter is a must for longevity. Also the injectors would clog with oil sludge.
That was the 7.3 the 6.0was a junk ford design.
@@darwinfoster7420
Ahhh no...
6.0 and 6.4's were junk Navistar\International engines.
The 6.7 was a ground up, brand new engine developed by FOMOCO. With very few issues by the way.
That's not exactly what happens. It's not casting sand, it's isolated silica from Motorcraft gold coolant. Ford added silica as a better conductor of heat. Coolant can flash boil in the egr cooler which isolates the silica and, in turn, plugs the oil cooler. Once the oil cooler is plugged, it reduces coolant flow to the egr cooler. Over time, the egr cooler develops heat fractures and eventually it fails sending coolant into the combustion chambers and blows headgaskets.
The coolant precipitated out its inhibitor package. It had nothing to do with sand. The sand was a separate problem. You have to get rid of the ford gold and go to a NAVSTAR approved ELC, then install coolant filtration to deal with the sand, which will keep coming for years. I’m still getting it in my coolant filter after 18 years. If injectors are failing due to sludge, you are not taking care of your oil, using cheap oil, and not using bypass filtration. It’s all a function of maintenence.
Love your videos, highlight of my Saturday Night (Yes I Need A Life) BUT I think you jumped to the "Big Guns" too quickly pulling the pistons out of the bore! A little liquid wrench and some working back/forth before hammer on hammer action! 🙂
WOW those valves were determined to stay open! AWSOME!
Love the videos. I do wonder, of parts that you think have no value, do you get people asking to buy them (for use, not decoration)?
love your sense of humor/connection with "things"! best of luck to you.
Editing has vastly improved from your early vids, keep doing what you are doing!
Looks like you love what you’re doing! Your light, touch and doses of humor really make things interesting! Thank you
You have to keep up with the coolant changes on the 6.0 or else things get stopped up like this engine. I'm quite sure the oil cooler would have also been completely stopped up, which is the fatal flaw on this engine (part of what the Bullet Proof kit addresses). The oil cooler is under the cover that the oil/fuel filter housings bolted down to.
The first thing you have to do is loose the ford coolant. I use a NAVSTAR approved ELC, which wont precipitate out the crap that plugs up the oil cooler. The ford shit breaks down due to the high temperature of the EGR cooler.
I know a guy who does not ever change his oil in his dodge truck. I can’t even imagine what it looks like on the inside of it. He just keeps adding but never changes. I guess he’s one of those guys who has a lot more money than brains.
If it leaks a ton, it may work out. I had a Land Rover discovery 2 that I bought for $1000 several years ago. It leaked a quart every week, so I just put oil in it often, and replaced the filter every so often. I thought it’d die within a year or so, and was fine with that as it’s not pretty, and wasn’t expensive. It’s only a beater/spare.
I finally fixed the leak after 5 years and 80k miles, and now change the oil whenever I feel like it.
I’ve now owned it for 13 years, and 150k miles (over 230k on odo). Sometimes it’s just an engine can stand neglect, and you luck out. Dude you know probably got lucky. Lol
Did you hear about the mechanic who was addicted to drinking brake fluid?
He said he could stop any time.
Dad jokes on point 😂
Kids- don't drink try this at home.
@@riccocool this is true you will die
Did you know that Teslas come with a unique “new car” smell? They call it “Elon Musk.”
Wonder if he passed DOT.
Another notch in Blue, great video as always. Your care and attention to detail shows, and says a lot about you as a person. Thank you!
There will come a day when 6.0 P-stroke heads are so hard to find that even _those_ heads will be viable for rebuilding. Just a thought.
Or, all those money pits will be recycled into Chrysler/Fiat diesels, the next worse diesel on the planet. That way they can continue their legacy of sub-par performance and nightmarish operational problems in a new form.
There's literally numerous companies that cast new ones.......
@@nimwit0 There's two companies casting aluminum heads for 6.0's. There's no shortage of aftermarket parts for 6.0's.
As the owner of an 07 6.0 dually 4x4 Lariat. The engine in and of itself has been great. Zero issues with the block, rotating assembly and heads. It"s had the following usual (so ive heard) problems. EGR cooler, oil cooler, turbo, injectors, glow plugs, etc.
To be honest, I was waiting for Eric to start shouting "who does number two work for" when fighting the pistons lol
I need help !!!!
I sooooo look forward to these videos.
I describe them to coworkers etc. And they get a weird look on their face.
KEEP THIS UP IF YOU CAN !!!
Yer probably an extremely busy dude.
The Saturday tear downs are the greatest
One has to appreciate the simplicity of the Cummins after watching these PowerStroke tear downs.
It’s a shame the truck and transmission around the 12 valves were such junk
Weird worked on a lot of cummins engines not all of them are simple. The only reason people like the isb is because there is 30 years of information that keeps being sent back around. Its like a mechanical cat its really not easier.
@@jdrok5026 cope. People like the ISB because it’s better. No HUEI. No pulling head bolts out to remove the rocker box, rockers, etc.
It’s much easier to work on and doesn’t fall apart when you add a bunch of power.
@@ThanksHero literally you did not make a compelling argument and the 6.0 is one of the higher hp poeerstrokes. The cummins does fall apart with power. Its why there are many things you need to do on that platform also to make good power. Its also not much easier to work on. A lot of the cummins easy points are simply because its older. Most people slap on parts other people make for them and still understanding how to do everything properly isn't easy. I'm a diesel technician by training and work with them extensively. Even duramaxs are easy. People complain about simple shit all the time while not knowing their ass from a hole in the ground. As I said its a lot like a mechanical cat except there is more widely known information. Because its regurgitated so frequently. Even on that point most people can barely figure out the proper procedures anyway and just slap shit together.
@@ThanksHero literally heavier cylinder head things get stuck depending on configuration shit is in the way. Its a parent bore engine so checking the bore properly is extremely important just like the 6.0. The things long so is 99% of the time shoved into things that make it a pain to work on the rear or front section of the engine. Oh and keeping in mind there are several iterations of the engine. Yall act like heui is bad its really not. Cats also run them and very few complaints about them or even the heui Navistars infact a ton of complaints are from not taking care of it.
Had a few of them at work - 2WD F250- loved it and lots of power no real issues! Drove another one same company in a F550 and it was pure garbage with lots of EGR issues
I'm surprised that you don't just lift the crank out before attending to rods and pistons every time. It seems like a pain to do it pistons first.
Well most the time he can't get to the bolts so he would have to rotate the crank to get them into position. These rods are different from most because of the angle the caps are set at instead of the normal 90 degree.
You should do an International (Navistar) MaxxForce DT. I used to drive a school bus that had one, and while mine wasn't bad, I've heard horror stories. (Past and over the radio on route). I did notice they are pretty gutless. I'd just like to see one torn down. Your videos help me in deciding what projects I want. Lol
Fun Fact… From a Ford Diesel Tech… Most of the serious issues for the 6.0s were in the 03 and 04 models, 06 and 07 were much more reliable. Ford continued to use the 6.0 in Van chassis through 2010 because the 6.4 wouldn’t fit. A lot of Ford guys like them because they are Pre DPF and are surprisingly Fast of the line.
Guys.. Please change your oil and watch your fluid levels… make my life easier
I love mine..267k miles bullet proofed..very strong and a real torque monster.
Eric, if you wanted to save the rods and pistons, would you have pushed the pistons back down the bore, then give them a dingleberry hone with lots of cleaner, penetrant before driving them up?
My 2005 king ranch passed 500K miles 2021.
I know these engines have a bad rep, but it makes me like mine even more.
I am hoping to have some time to raise the cab and perform much needed upgrades, but time sometimes is hard to come by when it’s controlled by money.
Hell yeah I wanna see the inside of this one because imma be rebuilding one eventually 😅
My "very limited" experience with my '06 F350, 6.0, was quite positive. I was driving "Hot Shot" runs pretty much anywhere and everywhere, pulling a 26' gooseneck trailer (for just over 2 years 150K+ miles) with no issues at all. And I have to say, many of those miles were at 40+/- psi on the boost gauge. Maybe I lucked out and got one of those "one-in-a-million" engines, but personally, I can't complain. One thing I did RELIGEOUSLY was CHANGE THE OIL!!! Every 5000 miles. It looks like whoever had this truck obviously did not.
Whoever had this truck never changed anything. For that engine to take that amount of abuse and look that good in the end is actually impressive.
Had to pause the video and look up how that whole fuel injection system worked. Never knew it was this complicated!
The 7.3 also uses a very similar fuel system. This is why the 7.3 is considered to be as durable and long lasting as the 12v 5.9, but not as simple or reliable. The HEUI fuel system has its perks, but also downsides.
You can't kill a HEUI engine by running it out of oil. You will lose fuel injection as soon as the oil pickup tube starts sucking air. When one of the 7.3 fleet trucks at my work died and wouldn't restart, I told the driver to check the oil. Sure enough, dry dipstick and it started back up after adding more oil. It ended up needing a new turbo, but didn't get run out of oil at least. The driver (20y/o that doesn't know much) would have certainly driven it until engine failure if it hadn't shut off.
"LOL" does not cover it. I genuinely laughed out loud quite a few times. Awesome video.
We have an 06 6.0. Stock other than a MBRP 3.5" exhaust and driven like a gradmother.....
Started consuming coolant at 120k on the clock. Had it bulletproofed, EGR backspaced (LOL!!), and a mild 80hp tune.
Wow a different truck!!
at work we had about 5x 05-08 f450s with 6.0s and about 10x 04-08 f150s with 4.6s and 4.2s tucked in the boneyard waiting to be fixed or scrapped. the f450s all had 100-120k with the highest being 150k, and the f150s all had 150-250k with the highest being 275k. the 450s we did fix cost around 25k each in parts and labor because we just dropped new engines in since the old ones werent worth fixing, the 150s were 1-5k depending on if they needed just parts or a whole engine. it cost us less to fix ALL of the 1/2 tons we did fix than it cost to do ONE 1 ton.
I like the 6.0's. they constantly break down with high pressure oil leaks and injector issues so they make me lots of money!!!!
I understand I pay a lot to keep the damn things running
That's cheaper than dealing with all the poorly designed and functioning emissions systems of the newer motors. Those make some real money....🤣🤣
@@thebudman67 the person that had my job previously ordered a whole fleet of 6.0,6.4 and 6.7. I finally have most of the 6.0s gone. My supervisors complain about maintenance cost. My response is as long as this junk is in service be prepared to pay
@@michaelcoonce6694 the 7.3 Gas aint any better
@@shadowopsairman1583 I've has pretty good luck with Cummings. I dread the mpg on that 7.3 gas
I have a 6.0 and it definitely will be my diesel truck forever. I love the "simplicity " of those years. It's a good balance between complexity and benefits (including the 5R110 which I love vs the 6R140 or the 6.4 with its problems and common rail injection, I prefer HEUI).
I loved my 6.0’s! The sound of the 6.0 is one of my favourites.
It's the new hashish and rozens mix we are working on. We can come close to the homogenatian of coolant and motor oil. You have made some very useful observations.
the dedication to getting those pistons out is 10/10
My son just rebuilt one and stuck it back in his 06 dually it’s deleted studded O-ringed heads new everything oil cooler relocated and runs great 👍
What do you mean by change the oil?
Great video Mr. Eric , These tear downs are cryful reminders of " Wackadaisical Maintenance " Hahahahahahaha . awesome job
Most of the failures can be attributed to poor maintenance, they are sensitive to prolonged oil changes. Also needed coolant changed regularly, and as stated as long as you didn't tune them the stock head gaskets and head bolts where perfectly fine .
Really good work! I enjoy watching your posts, thank you.
That was a seriously neglected engine, but to look under the valve cover, you wouldn't suspect a thing. Considering the investment in these, it's a shame someone didn't care.
Exactly, I'm amazed folks pay so much extra for an option like that and then the fluids wind up looking like that.
Dont run water as coolant. Upgrade the egr cooler the stock one is junk. Run Archoil in 6.0 Ford diesel. Problems solved. I know from experience 13 years of running mine full send.
Cant wait to see a 6.7 eventually!
They're very different, wait till you see one of the lifters....
That's what I'm waiting for!
That "oil" looked like Jell-O reminded me of a Bill Cosby Commercial
I'd love to see a teardown of the 1.0 Ecoboost! I imagine there is carnage especially with that oil soaked timing belt 😂
I’m a Ford mechanic. We replace a lot more 1.5 4 cylinders than we do 1L and 1.5L 3 cylinders. Those motors aren’t that bad.
Busted or not that's a great tear-down idea.
I owned a 2006 F250 with the PowerJoke engine. Bought it new. At just over 100k, which is a teenager for a diesel, a $10 roller lifter failed eating the cam and leading to a full engine teardown. This was my first diesel and I spent the extra coin on a diesel because of their "reliability". Yeah.....right. This vid brought back memories as I tore it down myself and made all the repairs. I still have the cam. BTW, I was religious with maintenance and upkeep....especially the oil.
140,000 miles on my 6 liter power stroke turbo diesel engine and still running great 👍 👍😎
I’ve been waiting for this engine! I drive a built 600hp 6.0 everyday, absolutely love it!
Every day until it does what they all do and breaks. Every single one. You can’t “bulletproof” a bad design.
@@AnonyMous-jf4lc Wow that's crazy bro but nobody asked.
@@POVwithRC don’t comment if you don’t want a reply.
@@AnonyMous-jf4lc Let people enjoy their things. If you were any more depressing we'd have to label you a health hazard.
@@POVwithRC - there is nothing wrong with someone being a realist. No matter how much love an engine has (which is bizarre in the first place), that love will end when the engine fails.
Love my 6.0L Powerstroke. Not bulletproofed, not tuned, not abused, just loved. 268,000 and still going strong.
Edit: Not babied either. Used in the mountains daily to plow snow, move people and occasionally move a travel trailer long miles.
He beat me to the Spark Plug joke this time.