It is intended to provide general guidance only.
6.0 POWERSTROKE OIL IN COOLANT RESERVOIR SERIES
to” series is provided for informational purposes only. Greasing front end and driveshaft zerks on a 2004 Ford F-250 with a 6.0L Powerstroke. To monitor its condition, it’s critical that you periodically inspect the HPOP, taking care to examine the HPOP screen located underneath the oil cooler. On the 6.0 Powerstroke, these units have a tendency to fail and cause leaks in the engine seals. The high-pressure oil pump (HPOP) pressurizes engine oil for compression in the injectors. A common symptom is white exhaust coming from the tailpipe as a result of the EGR cooler allowing an internal coolant leak. As a side effect, the head gasket will also eventually fail if the issue isn’t addressed. When particulates block the airflow of the EGR cooler, the temperature begins to rise, eventually causing the engine to die. EGR cooler failureĪnother common clogging issue with the 6.0L Powerstroke engine is the EGR cooler. When the vanes begin to stick open, it can cause slow throttle response, raise turbo spool times and potentially cause a complete failure of the turbocharger if the oil overheats. The variable geometry turbo (VGT) helps the engine by reducing spool times, but it’s also highly vulnerable to soot buildup over time. Because the oil temperature factors heavily into engine function, it’s therefore vital to inspect and consider replacing your oil cooler when you detect any significant spikes in temperature. Over time, particulates like dirt and sand tend to clog the cooler and cause it to malfunction. To try to compensate, Ford placed a liquid-on-liquid engine oil cooler within the engine. These engines tend to be temperamental and often require more extreme oil cooling than other trucks. Oil cooler issuesĪ large number of the problems commonly present in the 6.0L Powerstroke engine originate from the oil cooler. The issue occurs because the FICM is located on the side valve cover of the engine, meaning that cold starts expose it to excessive voltage and may damage the capacitors necessary for its proper function. You can identify a faulty FICM with a scan tool and a look at the parameter identifiers (PID). When engine heat and vibration begin to build, however, the FICM may overheat and fail. This part controls oil flow to the fuel injector by applying an electrical voltage to the solenoids. The Fuel Injector Control Module (FICM) is a common source of issues with the 6.0L Powerstroke engine. Replacing these with aftermarket head studs can allow you to add performance modifications. The issue with these head studs is that they cannot handle aftermarket performance modifications - even adding a tuner to your setup can cause pressure to build beyond the capacity of the cylinder head and lead to head gasket failure. The 6.0L Powerstroke comes with torque to yield (TTY) head studs. The following are six common problems with the 6.0L Powerstroke that you can watch for in the hopes of preventing a major breakdown: 1. Although intended for heavy-duty applications, this model is also known for experiencing frequent issues due to design flaws. The 6.0 was included in Ford Super Duty trucks from 2003 to 2007. Oil and Fluid Capacity For 6.0 Powerstroke Replace front differential fluid: 100,000 miles.Replace rear differential fluid: 100,000 miles.Replace transfer case fluid: 150,000 miles.Change internal transmission filter: 30,000 miles.Change external transmission filter: 30,000 miles.
6.0 POWERSTROKE OIL IN COOLANT RESERVOIR MANUAL
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