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DPF, What and Where Is It? How Does it Work? Should I Buy a DPF Delete Kit?

There are numerous horror stories out there about them plus a pile of misinformation from a sector that is aftermarket always coming up with the next big fix to cash in on those stresses. In this informative article we shall try to explain these issues and present you a bit of insight on the 6.0 Powerstroke engine.

First things first, in this short article we're going to assume that you're employing this truck for regular tasks that a person would buy a diesel truck for. Hauling, towing, work, or just commuting. Understand that the information and recommendations below may be different in the event you are dyno competition killer, or a drag racer, sled pulling king. The average truck owner does a turbo back exhaust, a cold air intake, and normally some sort of programmer. We're discussing stock or slightly altered vehicles. If you are going for ultra high horsepower while most of this information still uses, some things you'd do differently. This information is for the 95% of us 6.0 owners that simply use our Truck Will Not Regen While Parked. More info at

The major question is: Are the 6.0 Powerstrokes truly that bad? To be honest, the reply is definitely not. They are an excellent running motor which can be made if maintained properly, to be durable. Most of the horror stories you hear are coming from owners who do not maintain their vehicle properly and/or those people who are unfortunate enough to have someone who doesn't understand what they're doing fixing it. We've had so several trucks transported to our shop after having an astounding record of expensive components thrown at it trying to get right to run. So if you are planning to possess one of these trucks, you have to discover a great store who comprehends them or arm yourself with tools and the wisdom to do the job yourself.

On the top of your list if you're planning to possess any of these trucks ought to be regular upkeep. I cannot stress how important it is. Please be sure you utilize a 15W40 quality diesel oil and change the oil and filter religiously at 5,000 miles. The engine uses the oil in many manners. Turbo spot is management by oil, injector pressure is controlled by oil, and undoubtedly engine lubrication. The oil is asked to work really hard and will wear out quick. Suitable oil changes will help you more than you can imagine. Synthetic oil is good to utilize and does help tremendously when cold. But it still needs changed frequently. Fuel filters ought to be changed every 10,000 miles period. Low fuel pressure is a major killer of injectors.

The initial difficulty individuals hear about with a 6.0 Powerstroke is head gaskets, head gaskets, head gaskets. Are the head gaskets a real problem on those trucks? Kinda. The early years had a distinct design for the head bolts which lead to heads lifting and causing difficulties. The 6.0 merely has four bolts holding down each cylinder and two of them are shared with the next cylinder. It simply is not as rich of a layout as the 7.3 before them. The primary couple years the 6.0 was outside is where the bad name for the head gaskets really began. They had some difficulty head bolts, like I said, but additionally the aftermarket had not exactly figured the tuning on those trucks. It had not been unusual for someone to place a programmer in and immediately see head gasket failure around the hotter melodies. Every one blamed bad head layout and the feeble bolts, however in the end we came to find out tuners were running an excessive amount of time. This created an excessive amount of cylinder pressure which induced the heads to lift instantly. After removing the programmer of course their brand new truck was still under guarantee taken by any owner back. And also the dealer who just got a $7,000 occupation lost in their lap that had a guaranteed paycheck from Ford was all to eager to do the occupation. So the storylines get started about how terrible these engines are and how terrible the head gaskets are.

I'm a strong believer that there are various head gaskets that get altered that have certainly nothing wrong together. Obviously as many know the means to fix help keep the heads is new gaskets and ARP head studs. Most owners who are faced having a potential head gasket issue usually only bite the bullet and install head studs and new gaskets to be finished with all the problem once and for all. If you own one of those trucks or are buying, my advice should be to keep it in the back part of your thoughts that you could possibly be putting head gaskets in it sooner or later. However usually do not simply step down to the fact the head gaskets are poor every time you take it to the shop. We have seen when the serious trouble was an awful degas bottle cap, awful head gaskets be diagnosed, plugged heater core, coolant flow that was unrelated, plugged oil cooler, or our next topic: the notorious egr cooler. More so, there is zero reason to replace the head gaskets unless you might have a one that is leaking. We see many trucks go several hundred thousand miles simple with the stock head gaskets with no failure. In the event that you are in the engine for another reason already also it makes sense to do gaskets and studs I would, But I wouldn't make a particular job of it unless you're constructing a high horsepower truck or know for certain you've a blown gasket.

This system is only a nightmare on those trucks. For emission purposes a system to reintroduce exhaust gases into the intake manifold to be reburnt was designed by the engineers. Exhaust Gas Recirculation. It is a nightmare for any one who owns these trucks while I assume it must have met with whatever standard for emissions they had to fulfill. At the least later or sooner your egr valve will either fail or just plain become completely clogged up with soot and quit working. Which leads to dreadful running that commonly gets misdiagnosed as awful injectors, faulty FICMs, poor turbos, or a host of other shade tree guesses. How the egr system operates is as follows. The hot exhaust gas is let from a pipe between the turbo and also the exhaust manifold into the egr cooler. In order to cool the gas before introducing it in the intake, they have coolant running to change the warmth. This valve opens to let exhaust gas into the intake manifold when the pcm decides conditions are right to accomplish that. The major difficulties with this particular system are two fold. First, grimy sooty exhaust gas has been blasted into your intake tract.

It truly is not unusual for all of us to tear down a motor which has had it is egr system intact it is life that is whole and discover the intake interfaces into the head to be coked around half their diameter. The intake manifold becomes confined from this coking at the same time. But that is not the worst difficulty. The extreme heat breaks it down and acts the cooler. Later or sooner it'll rupture letting coolant into intake or the exhaust. (lot's of misdiagnosed head gaskets here since fluid can run into the cylinder as soon as you shut the engine off and hyrdolock it up) Really bad escapes let exhaust pressure into the coolant system. Which if not taken good care of immediately can and will result in blown head gaskets. But wait there's more. A few of the components of the coolant begin turning right into a goo like substance that does a really nice job of clogging up all sorts of coolant parts that are associated. You don't have any doubt heard about replacing the oil cooler if you have already been doing any research about those engines. These need replaced because they will be clogged by this goo up. Oil temps will then be elevated causing rapid overheating when the engine is worked. Also, the oil cooler is left by the coolant and continues to the egr cooler. If the oil cooler is restricted, your egr cooler is not going to get enough coolant flow to keep it cool. Next thing you know, blown egr cooler. Then of course the egr cooler that is awful is diagnosed by a shop, replaces it, as well as the customer comes back in a month with another egr cooler that is blown. It's not unusual for us to get trucks that have had seven or six egr coolers replaced within their lifetime and an oil cooler. This is the kind of things that gives these engines a bad name also it stems from not and the folks working on them misdiagnosing them doing complete repairs. At the minimum, if you need the egr system function, replace the cooler with a bullet proof one which has a really powerful center section that will not rupture. Including a coolant filter to each engine can also be a fantastic way to combat coolant contamination and is a necessity. Our

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