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[fordnut74]

Ford and International couldn’t have been more WRONG! Injectors started failing on the showroom floor causing hydro-locking, cylinder washing and often complete engine failure . Something to do with the pilot injection to make the engine quieter. Then the head gaskets started leaking. The Main Seals leaked very quickly. Then the actuator for the variable vane turbo started getting stuck from soot. Next the EGR coolers started leaking or failing altogether, besides the EGR valve becoming stuck. High pressure oil pumps had a high rate of failure, Internal High pressure oil connections would pop off casuing the motor to quit altogether on the spot, And the list went on. Before the end of the year Ford had more TSB’s (Technical Service Bulletins) for repairs and problems then Chevy and Dodge Combined. Not all motors failed. Some never had a problem, and the ones that ran, ran extremely well. But probably on the order of 1 in 10 had major repairs that needed to be performed. Approximately 3 in 10 had minor issues that had to be addressed. Probably the most problem prone motor to be released since the Chevy 350 diesel. Quickly Ford started reprogramming the trucks cutting back the power, eliminating pilot injection, reducing throttle response to help minimize coking of the EGR and Turbo, and some other stuff. This resulted in fewer problems, but the trucks didn’t run well at all. The pulling power was gone, mileage went down, they were every bit as noisy as the 7.3, and still had rampant EGR problems. In 2005 the engine was nearly completely overhauled. The injectors were redesigned, the heads were redesigned, the Turbo had already been revised, the EGR cooler was reworked, the seals upgraded, and the programming figured out. This resulted in dramatically more reliable engines that had the power they were supposed to. And instead of 1 in 10 having problems, that number went down to closer to 1 in 1000 with major issues. And even then the major issues were typically turbos, egr’s and HPOP’s. The injectors were much more reliable, but still sensitive to low fuel pressure. So injectors were only an issue if proper maintenance and filter changes were not adhered to, or if someone got a bad batch of diesel. EGR valves still would stick somewhat regularly, but the aftermarket had by then come up with a bypass, or simply turned the EGR off electronically. This not only prevented EGR issues, but actually improved fuel mileage slightly. The EGR was strictly for emissions and was not required for the engine to run correctly. The EGR cooler is the one item that did not necessarily improve with the later year trucks, but again the aftermarket has EGR cooler delete kits.
To get back on track, the injectors were one of the critical components for converting the 6.0. Many people and companies attempted to convert the 6.0 to run on oil, and failed. There were a few reasons for this. First the OEM fuel system has two filters- One on the Frame at the fuel pump also known as FCM, or Fuel conditioning module. This housed the primary fuel filter, fuel pump, thermal fuel recirculation valve, and water separation. From there the fuel traveled to the secondary filter bowl on the engine. This fuel bowl is similar in operation to that of the 7.3. There is a simple poppet valve regulator that pressurizes the fuel bowl to about 54psi forcing the fuel through the filter through two fuel lines and to the injector fuel rails. Except in this case the fuel is fed through the front of the engine using 12mm Banjo Fittings. There are fittings at the opposite ends of the fuel rails, but like the 7.3 they are plugged. This is still a deadhead fuel system, and again like the 7.3, on the drivers side the fuel is fed through the front, and deadheaded at the back, at #8 injector. The fuel starvation issue isn’t as bad since the fuel rails have a larger volume that better deal with the deadhead design. At least until you get into the higher horsepower applications. When trying to feed oil through the OEM fuel system filter plugging was a major problem. It is nearly impossible to keep enough heat in the oil for the oil to make it past both filters without waxing and eventual plugging. Then of course once the filters plug, switching back to diesel does no good. It is too late at that point. The engine loses fuel pressure, you are stuck, and there is a very likely chance your injectors are ruined from the low fuel pressure. There is only one way to successfully convert the 6.0 to run on 100% SVO with no problems. And that is a completely separate pressure based fuel system designed to handle the viscosity of the oil and ensure that the injectors never lose pressure. The DFA Vegistroke is the only vegetable oil conversion system currently that operates that way. And because of that we have converted hundreds of 6.0’s without issue. In fact we have some 6.0’s out with over 100,000 miles on oil already! Not all systems are the same when done correctly the 6.0 can run perfectly find on oil without creating problems not already inherent to the motor.
To recap- The 6.0 PowerStroke can be converted to run on oil successfully without more than normal maintenance or failures if done with a quality pressure based fuel system that will ensure the injectors never lose pressure. The system does not help prevent other engine issues such as EGR coking and sticking, head gasket issues, cylinder washing from bad injectors, etc.
The Rest Of the Truck. The chassis has not had a major overhaul since its introduction in 1999, however almost nothing remains unchanged. Even the frame itself is considerably different. However the exterior dimensions remain unchanged from 1999-2009. Why mess with perfection? In 2005 besides some pretty serious interior changes the Truck got a facelift with a new grill, bumper, and integrated crystal headlights/turn lamps. This look is in my opinion one of the best looking trucks Ford ever made. And the good news for those with older trucks is that these parts are a direct bolt on that can be done in a matter of a few hours. 2005 was the first year that the heavy duty trucks would get a coil spring front suspension that helped ride considerably and turning radius.
6.4 A new Era of Uncertainty. For 2008 model year Ford released the latest and LAST International designed motor- The twin turbo 6.4l common rail, piezo injector high tech motor. Even though the basic construction itself is the same as the 6.0, Everything that was an issue with 6.0 was addressed. First the fuel system. This would mark the first time that HEUI injection would not be used for the Powerstroke. The fuel system is now a common rail injection system using a first in the industry Piezo injector. These crystal based injectors have such a quick reaction time that they can be fired 5 times per combustion stroke!! The injection system is nothing short of sensational and completely different from the Cummins or Isuzu(Duramax) systems which both rely on CPS injection pumps and very similar style injectors. Other issues addressed besides the injection was the reputation for weak headgaskets. The heads were revised and headbolts were upsized from 14mm to 16mm and no longer hold the rocker arm fulcrum. The EGR cooler was significantly revised and more than doubled in size for cooler exhaust temps into the intake and less EGR failures. Due to the dual turbos AND variable vane the torque curve is incredible making over 500lb-ft from 1300 rpm to 3300 rpm. Reliability has been improved from last to on par with the others. In fact the 6.4 has had fewer issues than the new 6.7 Cummins engine. The only real issue of concern was radiators cracking on the early trucks, but that was easily fixed with a quickly installed factory coolant pressure bleed port to prevent excessive cooling system pressure. The only real downside to the new motors is the EPA mandated emissions control, AKA DPF(diesel Particulate filter). This exhaust filter traps ALL soot in the exhaust. Cool factor is that after 30,000 miles in our 08 there is not even a hint of anything black in the tailpipe. Downside is that it is a massive restriction in the exhaust system making the engine work harder to make the same power and also uses extra fuel to “regenerate” or burn all the soot in the filter thereby cleaning it. This reduces the fuel economy considerably to the point that most average about 12-13 not towing anything. Removing the DPF and reprogramming can net a MPG increase of 7-10mpgs. And unlike the days of the E4OD and 4R100, the 5R110 “Torqueshift” transmission is about as bulletproof as any transmission Ford has ever made. Transmission problems are so infrequent that it is not worth mentioning. So it would appear that Finally Ford and International have hit a home run with this new motor, not counting the EPA mandated stuff that affects all three manufacturers. Well no. As a direct result of the 6.0 engine debacle(and other factors as well) Ford and international could never reconcile their differences and ended their long time partnership. So that means Ford is currently finishing up on inhousing their own design of Diesel engine codenamed “Scorpian”. This will be available for the 2011 model year giving the 6.4 a run time of a whopping 3 years. Even the heavily troubled 6.0 was in use for 5 model years in trucks and is still being used in Vans and other equipment.