Common 6.0 Powerstroke Problems

TTY Head Bolts

The 6.0L Powerstroke cylinder heads and secured to the engine block via TTY (torque to yield) head bolts. TTY bolts are a one time use fastener; once they are stretched during the assembly process, they must be replaced if they are removed.  From an engineering standpoint, the head bolts are scient for there application. In a completely stock engine, their reliability is not of major concern. In applications where performance has been increased via aftermarket components, cylinder pressures may rise beyond the limits of the head bolts, ultimately causing head gasket failures. Additionally, the EGR system has been known to contribute to engines to run hotter than expected, which may lower the yield point of the head bolts and in some situations even warp the cylinder heads. The solution is to install aftermarket head studs, which offer more desirable material properties and evenly distributed clamping force. If any performance modifications are to be performed, head studs and new head gaskets are highly recommended.

EGR Valves & EGR Coolers

6.0L Power Stroke EGR (exhaust gas recirculation) valves and EGR coolers commonly fail and/or contribute to reliability concerns. The EGR valve is an emissions device that controls the amount of exhaust gases that are reintroduced into the engine, essentially diluting the intake charge to reduce NOx emissions. The EGR cooler is responsible for cooling exhaust gases before they are reintroduced. It is essentially a heat exchanger, in which coolant and exhaust gases flow through. The EGR cooler is responsible for higher than ideal operating temperatures, especially under load.  Both are prone to failure, the common culprit being soot buildup. When soot builds up in the EGR cooler, it can become clogged and the excessive heat can boil coolant in the exchanger. The EGR coolers have also been known to fail and leak coolant into the exhaust system (white smoke is typically noticed coming from the exhaust, which is steam). 2003 model year Power Strokes have a round EGR cooler, which is less prone to failure than the less e􀃞cient square cooler found on 2004 to 2007 model year engines.

The EGR valves may build with soot and cease to function. If the valve sticks in the open position, a loss of power may be

experienced. Excessive carbon buildup on the EGR valve is extremely common on every model year 6 liter. Poor fuel

quality and excessive idling will contribute to EGR clogging. Clean the EGR valve at every other oil change to keep it

functioning properly. If your engine's oil cooler fails, consider upgrading to an aftermarket unit, or replace your 2004-

2007 MY cooler with a 2003 MY unit.

6.0L Power Stroke FICM Failure

The FICM (fuel injection control module) resides on the driver side valve cover of the 6.0L Power Stroke. The FICM is an electronic component, and is bound to "burn up" at some point. However, engine heat and vibration is known to contribute to premature FICM failures. FICM failures are responsible for a number of rough running, no start, hard start and stalling conditions. They can be tested and if it needs to be replaced, consider having it professionally rebuilt from a company whom offers a warranty on their repairs. There are a number of options out there and many of the rebuilds are of higher quality than the originals.

These are just a few of the most common failures on the Powerstroke 6.0 from 239-599-2575 if you are having any of these issues or are interested in finding out more about there and other common failures call EDP or stop by and speak with Robert so he he can explain your options.

These are just a few of the most common failures on the Powerstroke 6.0 from 203-2007  If you are having any of these issues or are interested in finding out more about there and other common failures call EDP or stop by and speak with Robert so he he can explain your options.

Common 6.4 Power stroke Problems

Most Common Issues 6.4L Powerstroke Owners Encounter

While the 6.4L Powerstroke offered some improvements over the 6.0, they are still largely unreliable. There are a number of common 6.4L Powerstroke Problems that owners of these trucks consistently encounter. What’s worse is that like the 6.0L Powerstroke, repairing the 6.4 often requires raising the cab to easily access the engine. This makes any repair more expensive.

Thankfully, because these 6.4L Powerstroke Problems are so common, we now know many of their causes, as well as how to fix them. Most 6.4L Powerstroke Problems are attributed to a poor factory design and new emissions devices. Here’s a list of the most common issues found on 2008-2010 Ford Super duty trucks with the 6.4L Powerstroke Diesel engine.

 Oil Dilution

Oil dilution is an extremely common problem that 6.4L Powerstroke owners face. Have you ever changed your engine oil on your 6.4 by yourself? You might have been surprised that after draining the oil out of your truck, you found a ton of extra oil. Several quarts and sometimes even over a gallon of extra oil can be removed when changing your engine oil.

It’s not really oil though. What you’re experiencing is oil dilution. That extra liquid is diesel fuel. When your 6.4 undergoes active regeneration, diesel is injected late in the exhaust stroke. It then travels into the exhaust stream, elevates EGTs and burns off hydrocarbons from the diesel particulate filter.

Oil dilution is an unfortunate by-product of this emissions process. What problems can oil dilution lead to though? Diesel doesn’t offer the same lubricating properties as your engine oil does. This can lead to increased wear and tear on crucial engine components because of a lack of lubrication. So how do you prevent this problem from happening?

The Fix For Oil Dilution

First and foremost, check your engine oil frequently. Once a week take a look at your dip stick. If you’re over max oil capacity, change the oil and oil filter immediately. Don’t use the 10,000 oil change intervals recommended by your owner’s manual. Instead, change the oil and filter on your 6.4L Powerstroke every 5,000 miles. Also make sure you use high quality oil that meets or exceeds OEM specs. If you’re over 5,000 miles, here are some high quality 6.4L Powerstroke engine oils and oil filters that you can use to do maintenance immediately.

Can’t go wrong with OEM when it comes to maintenance. One of the best 6.4L Powerstroke engine oils to use is Motorcraft 15W-40 Diesel Motor Oil. This is the preferred engine oil viscosity for climates above 20 degrees Fahrenheit. If you are in a colder climate, your truck may require a different viscosity. Check your diesel supplement manual or your owner’s manual for more information.

Motorcraft Filters are the ONLY filters you should ever use in your Powerstroke diesel truck. The 2008-2010 6.4L Powerstroke uses the Motorcraft FL-2016 engine oil filter which provides OEM quality filtration and reliability.

On trucks that aren’t used on the highway or are strictly used for off-road fun or competitions like sled pulling, deleting the DPF altogether is possible. Deleting your engine’s Diesel Particulate Filter stops regeneration from ever occurring in the first place. It requires the use of a straight pipe exhaust system and a delete-capable tuning device.

 Cracked Up-Pipes

Is your 6.4L Powerstroke experiencing excessive soot in the engine compartment? Is there soot on the firewall or the hood area? Can you hear a loud hissing noise from under the hood? A very common issue with the 6.4 is cracking up-pipes. The cracking occurs on the expansion joints and can cause a huge loss of power, as well as the symptoms listed above.

Is your 6.4L Powerstroke experiencing excessive soot in the engine compartment? Is there soot on the firewall or the hood area? Can you hear a loud hissing noise from under the hood? A very common issue with the 6.4 is cracking up-pipes. The cracking occurs on the expansion joints and can cause a huge loss of power, as well as the symptoms listed above.

These are just 2 of the most common failures on the Powerstroke 6.4 from 2008-2010.   If you are having any of these issues or are interested in finding out more about these and other common failures call EDP or stop by and speak with Robert so he he can explain your options.