1. #26
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    Quote Originally Posted by cambertoes View Post
    re: 6.0 powerstroke

    I've never had a Dodge Cummins but several ford powerstroke trucks and I'll tell you what is the sturdiest engine I have ever seen.
    If you are comparing ANY of the Powerstrokes to the dodge with the Cummins,don't bother. I'm a Ford guy and if you want to make a PERFECT light truck(P/U) put the Cummins in it. T.C.

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    Quote Originally Posted by mikeyboy View Post
    These are the issues we had with our '04 Power Stroke. Took it to the Dealership we bought it from (3) times for injectors and on the 4th time they replaced all the injectors plus the FICM.

    When I was there I talked to a Ford Mechanic and asked them if Ford realized they had a problem... His mouth said "no" but he shook his head yes. He explained that all the trucks there were for injectors and similar issues. It was is a huge Dealership.

    I wish the salesman knew about the diesels and told me they went to the new motor within the last few years, I would have waited another couple of years until the "bugs were worked out" and put down a larger down payment.

    I'm a HUGE Ford Guy..... But I do have to admit I'm a bit disappointed with the problems that Ford's having with this engine.
    Turbo problems,controller problems,Head gaskets,injector seals. Take your pick. NOT one of Fords BETTER ideas. Jury's out on the new one,I think I'll wait a year or two. The 6.0's CAN be made fairly reliable IF: You find a KNOWLEDGABLE Ford diesel tech AND the uses the latest issue of parts. PERIOD. Just about all the 6.0 stuff has been reengineered at least twice. T.C.

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    Quote Originally Posted by Rescue101 View Post
    If you are comparing ANY of the Powerstrokes to the dodge with the Cummins,don't bother. I'm a Ford guy and if you want to make a PERFECT light truck(P/U) put the Cummins in it. T.C.
    There's this outfit in Montana....

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    Not sure if anybody knows this or not, but anybody with the "first" version of the new 6.7 L Power Stroke V8 can have it taken to the dealer for a "flash" reprogram that will gain 10HP and 35 lb-ft. This puts it up to 400HP and 800 lb-ft of torque.

    Obviously Ford wanted bragging rights after the 2011 Chevrolet Silverado 3500HD showed up with the Duramax 6.6-liter making 397 hp and 765 lb-ft of torque.

    Question is how far they can push this new motor, and keep the reliability in it. Time will tell.

    FM1
    I'm the one Fire and Rescue calls, when they need to be Rescued.

    Quote Originally Posted by EastKyFF
    "Firemens gets antsies. Theys wants to goes to fires. Sometimeses they haves to waits."

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    Quote Originally Posted by FIREMECH1 View Post
    Not sure if anybody knows this or not, but anybody with the "first" version of the new 6.7 L Power Stroke V8 can have it taken to the dealer for a "flash" reprogram that will gain 10HP and 35 lb-ft. This puts it up to 400HP and 800 lb-ft of torque.

    Obviously Ford wanted bragging rights after the 2011 Chevrolet Silverado 3500HD showed up with the Duramax 6.6-liter making 397 hp and 765 lb-ft of torque.

    Question is how far they can push this new motor, and keep the reliability in it. Time will tell.

    FM1
    Dunno,but we have some Lobster boats with 3208 Cats in them putting over 1000 horse to the shaft so you tell me how far they can push the 6.7. Put it in the Lobsterboats and we see how it does. T.C.

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    What most people fail to realize is that you hear of more problems with the Ford engines than any other becuase there are more out there. I would bet a paycheck that there are more Ford F-series and E-series vehicles on the roads as emergency service vehicles than Dodge and Chevy combined.

    People are still complaining about the early 6.0 engines. Most forget these engines are now almost 8 years old. We have some brush trucks with the 6.0s that have had some issues, but most were due to lack of use, not overuse. If you crank a diesel in the morning for truck check off and thats it, you are going to have problems. We started driving the trucks in the mornings instead of letting them sit and the problems all but went away. And dont forget, for every bad engine there are 5 that are problem free. You just dont hear about those.

    Chevy and Dodge arent perfect either. We have a Cummins service truck that runs horrible if it isnt ran every day. But it doesnt give much issue. And as far as GM building a heavy duty chassis for the 1 ton and up market, all I will say is I dont take anyone seriously who builds a 1 ton 4x4 truck with IFS.

    There is a reason that nation wide you see more Ford trucks and chassis cabs in emergency services than anything else. And I dont expect that trend to change.

    /Ford is awesome rant.
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    Default PowerStroke

    re: powerstroke

    Diesels are awesome you can put an intake and and exhaust with a programmer and you can beat the most vettes

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    Quote Originally Posted by cambertoes View Post
    re: powerstroke

    Diesels are awesome you can put an intake and and exhaust with a programmer and you can beat the most vettes
    And a programmer does WHAT for reliability? Care to know? if you aren't REAL careful with them,it will be an EXPENSIVE lesson. And NOT the cost of the programmer. T.C.

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    Quote Originally Posted by cambertoes
    re: powerstroke

    Diesels are awesome you can put an intake and and exhaust with a programmer and you can beat the most vettes
    Are you really that clueless, or just that stupid.

    There's a thing called "point of no return". Run that big Bully Dog chipset, and you will lose in the long run.

    As for a diesel beating a 'vette, good luck, or prove it.

    FM1
    I'm the one Fire and Rescue calls, when they need to be Rescued.

    Quote Originally Posted by EastKyFF
    "Firemens gets antsies. Theys wants to goes to fires. Sometimeses they haves to waits."

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    Quote Originally Posted by FIREMECH1 View Post
    Are you really that clueless, or just that stupid.

    There's a thing called "point of no return". Run that big Bully Dog chipset, and you will lose in the long run.

    As for a diesel beating a 'vette, good luck, or prove it.

    FM1
    Oh,I've SEEN it! But it ain't cheap and involves PROPANE,along with a few other things. T.C.

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    Default Cost Benefit Ratio

    Quote Originally Posted by cambertoes View Post
    re: powerstroke

    Diesels are awesome you can put an intake and and exhaust with a programmer and you can beat the most vettes
    It's all about cost benefit ratio. If you want to go fast and don't care that the engine may only last 50,000 miles, install that Banks Turbo or Supercharger and CRANK up the horsepower. If you want it to last 200,000 miles, leave the engine management system alone and service the fluids as recommended.

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    Quote Originally Posted by donethat View Post
    It's all about cost benefit ratio. If you want to go fast and don't care that the engine may only last 50,000 miles, install that Banks Turbo or Supercharger and CRANK up the horsepower. If you want it to last 200,000 miles, leave the engine management system alone and service the fluids as recommended.
    Just like Johnson & Towers used to crank unimaginable power from DD 6-71s and the rest of the two strokers. They were used in boats, commonly sold in counter rotating pairs. The customers were people who were only interested in going fast and couldn't care less about how often they had to replace the engines or for how much.

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    In California, the have a saying. "Speed costs money. How fast do you want to go"

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    Quote Originally Posted by donethat View Post
    In California, the have a saying. "Speed costs money. How fast do you want to go"
    Add to that: How long you want it to LAST? Hehe T.C.

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    We have 3 6.0's; the recall / update was suposed to take care of blowing the turbo hoses off, but did not on ours. Did more checking, found a defect with the turbo design (our term, not Ford's!). Apparently, the turbo has variable vanes in it, so the boost is more linear; what happens with ours is the vanes start to stick, and overpressure the boost system, blowing the hose off. We've changed hoses, changed clamps, had all 3 turbos replaced (at different times). We did change oil viscosities (not sure to what), and haven't had any more failures, but it hasn't been too long yet...... We have gotten extremely fast at replacing the hose on the way to a call, as we have spare clamps & the necessary ratchet & deep well socket in each glove box.

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    Most of the problems arise from the cooled EGR getting clogged, the oil cooler getting clogged, or people using aftermarket oil filters.

    The oil cooler and EGR cooler are notorious for failing. With the 6.0 liter (VT365), Ford also introduce it's "GOLD" coolant. The gold coolant wasn't good, it would result in solids forming in the coolant, which eventually clogged the coolant passages of the oil cooler, especially when people mixed in ethylene-glycol based coolants, which are completely non-compatible with Ford Gold coolant.

    On the EGR cooler, exhaust soot and such would eventually clog it as well. This caused oil temps to rise and the stagnant coolant in the EGR cooler to boil. The bubbles in the coolant made their way to the heads which resulted in blown gaskets and cracked heads.

    If you talk with mechanics that work on International Trucks with the VT365, they have almost zero problems with it's cooling system. The reason is simple, heavier trucks had looser emission requirements, which didn't require them to use the cooled EGR. Plus International didn't use the Gold coolant.

    If you want to really make a 6.0 (and it's expensive injectors) last, you need really clean fuel, really clean oil, and really clean coolant.
    • Add a fuel filter/water separator that goes down to 2 microns, a Racor 645R with a R45S element will do the trick.
    • Use a lubricity improver for the fuel. Many people speak highly of Stanadyne Lubricity Formula. I have a 2002 7.3. To cope with the poor lubricity of Ultra Low Sulfur Diesel fuel, I add 20 ounces of Super Tech Outboard 2-Cycle TC-W3 Engine Oil at each fill up. If you want to know more about fuel lubricity enhancers, read this report.
    • Use only Motorcraft oil and fuel filters. If you look closely, the filters for the 6.0L engines from Motorcraft have a patent number on them. Legally, no other filter manufacturer can sell an identical filter, without risking a financial penalty for violating patent laws. Therefore, no off-brand filter, no matter who makes it, is made to the same specs as the Motorcraft filters. This rule doesn't apply to 99% of other filters, but it does to the patented Motorcraft filters. The cartridge oil filter used on the 6.0 is more finicky to filters that are out of spec. An out-of-spec filter will allow unfiltered oil to reach your engine, making your oil filter useless, and supplying your expensive engine with dirty oil. This problem was so frequent that Ford made a video addressing it. Here it is.
    • Add a bypass oil filter that filters to 2 microns absolute (not nominal). Diesel soot gets suspended in the oil, especially on the 6.0L because of the EGR. Soot particles eventually clump together. When they get big enough, the bypass filter catches them before they can cause engine or injector damage. Lots of kits on the market for this too. Adding one to a 6.0 is really easy, easier than almost any vehicle made. Here is a video showing you how.
    • Get rid of the Ford Gold coolant and switch to something like Evans NPG+. At atmospheric pressure, this coolant doesn't boil until it reaches 375. This means you can drill a tiny hole in your radiator cap to relieve expansion gas pressure, making your coolant system a zero-pressure system, meaning you'll likely never see a ruptured radiator hose. This is a true lifetime coolant that uses no water.
    • Add a coolant filter. There are numerous kits on the aftermarket that include all the necessary parts and can be installed by almost anyone. Replacement filters are readily available at almost any NAPA store.
    • Have a competent mechanic install a EGR delete kit. This will prevent a huge load from your cooling system, reducing the chance that you'll get a cracked head or blown head gasket.
    Last edited by txgp17; 03-22-2011 at 02:11 AM.
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    Quote Originally Posted by 2008TNFHS View Post
    Ford USE to make good engines(I have a 94 5.8, 220000 miles and still runs great) and they make good work trucks just the 6.0 sucks.
    Me too! My '94 has 270,000+! One durable son of a gun.
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    Best Day of my life=the day I sold my personal 6.0

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