6.0L Power Stroke Engine and DrivetrainDiscussion of the 6.0L Power Stroke diesel engine and drivetrain in the 2003-Up Super Duties and Excursions. No gas engine discussion allowed except on transmissions and drivetrain that pertain to all models. Please confine discussion of topics in this forum to those items that are specific to the 6.0L Power Stroke engine.
Hey Everyone, my brother has a 2004 F250 6.0 w/Torqshift 4x4. It has died twice in the last week while driving normally. I am wondering could this be a CPS or what do you think. Thanks for any help, Dave
Also it will restart right after this happens and run fine.
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1997 F250 HD 4x4 5speed Reg Cab, 4" MBRP exhaust, 1.0 turbo housing, Tymar Intake , 17* HPOP,Swamps 150cc, TW 4 position chip, Dana 60 w/RSK, Crossover steering, sittin on 35's
Although I understand what he is experiencing is an early indication of a bad CPS, it's doubtful that is the issue. I haven't yet heard of one going out on a 6.0. Probably has happened, but certainly not with the regularity of failure the 7.3 experiences. Hopefully, Grampy or one of the other techs that frequent the site will chime in on this and be able to give you some good info.....
__________________ 2003 Toreador Red/Arizona Beige CC, DRW, Lariat, FX4, 6.0 PSD, Torqshift, born early Feb. 03; AIC; Silverline turbo-back dual exhaust; 155cc injectors from Full Force Diesel (Casserly); SCT with tuning by Tony Wildman (Total Diesel Performance) & Innovative Diesel; ARP studs; Dfuser regulated return; AFE PG7; Fumoto valve; B&W hitch, Di-Pricol gauges; DIESELSITE Coolant filter; Timbrens; Rancho RSXs; Michelin XPS Traction's; a whole bunch of "bling"; Connex 4300hp; Pioneer DEH6100BT; JL Audio 275w amp driving a 12" sub; JL Audio 50wx4 amp driving the Alpine door and rear seat speakers. 380.3hp/786.7ft-lbs (on my tow tune!)
I thought about that, but I didn't figure it would immediately start up again..... Woulda figured the harness would have to be moved, if it had caused the engine to die...........
__________________ 2003 Toreador Red/Arizona Beige CC, DRW, Lariat, FX4, 6.0 PSD, Torqshift, born early Feb. 03; AIC; Silverline turbo-back dual exhaust; 155cc injectors from Full Force Diesel (Casserly); SCT with tuning by Tony Wildman (Total Diesel Performance) & Innovative Diesel; ARP studs; Dfuser regulated return; AFE PG7; Fumoto valve; B&W hitch, Di-Pricol gauges; DIESELSITE Coolant filter; Timbrens; Rancho RSXs; Michelin XPS Traction's; a whole bunch of "bling"; Connex 4300hp; Pioneer DEH6100BT; JL Audio 275w amp driving a 12" sub; JL Audio 50wx4 amp driving the Alpine door and rear seat speakers. 380.3hp/786.7ft-lbs (on my tow tune!)
I guess it kind of depends on when it happens. In my way of thinking the engine and harness are constantly moving depending on road conditions, which can cause the chafed contact to come and go. Its still the first thing I would look at. [img]/ubbthreads/images/graemlins/smile.gif[/img]
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2004 F-350 Lariat, Supercab 4X4 FX4, DRW
Dark Toreador Red/Silver, 6.0L, Torqueshift Auto, ESOF, 4.10 LS, Camper Package, Dual Alternators. Build Date 6-8-04, Eng 5-28-04, Lance 9.5 Ft Camper.
I can understand where your coming from with the CPS. It seems with the 7.3L CPS, it's not a question of "if" it will fail, but when. Many 7.3L owners carry a spare CPS with them. But the 6.0L CPS does not have the same reputation as the 7.3L CSP. About the only thing that goes wrong with the 6.0L CPS is it's leaks oil.
Intermittent problems can be the hardest to troubleshoot. I would check the wire harness behind the FICM. That wire harness comes very close to the outer edge of the valve cover. Another option would be to have the dealer hook up a data recorder to the PCM. Then drive the truck as normal. If the failure occures again, the info that the data recorded could be used to troublshoot the problem.
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My html Version of the 6.0L Bible Now with 2005 Updates $5 AIC
2003 F-350 Lariat CC/6.0L Diesel/TorqShift/3.73/FX4/SRW/Dark Shadow Gray.
Born on date: Jan 20, 2003
Number of reflashes done: 2 (05E15 Jan 8, 2007)
Number of C94 injectors replaced: 0
Number of times the EGR valve has been replaced/cleaned: 0 (updated: 4/15/2010)
CKP and CMP on the 6.0 haven't been troublesome in my humble experience.... our shop hasn't replaced either IIRC...
For a stall and an immediate restart, my first thoughts are a wire chaffe issue... but the connectors on the bottom of the FICM need to be checked... If the FICM has ever been removed for any reason, it can be difficult to reinstall the connectors securely and they can, over time, shake out far enough to give grief.... I like to give a tiny, little wipe of brake caliper/dielectric grease to the edges of the socket and listen for the audible "click" of the connector locks... and then yank like an SOB to be sure it's all the way in - I've been caught with my "pants down" on this a couple of times and I wont let it happen a third time.
First order of the day would be a code scan to at least narrow the playing field a little.
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2003 Toreador Red/Arizona Beige CC, DRW, Lariat, FX4, 6.0 PSD, Torqshift, born early Feb. 03; AIC; Silverline turbo-back dual exhaust; 155cc injectors from Full Force Diesel (Casserly); SCT with tuning by Tony Wildman (Total Diesel Performance) & Innovative Diesel; ARP studs; Dfuser regulated return; AFE PG7; Fumoto valve; B&W hitch, Di-Pricol gauges; DIESELSITE Coolant filter; Timbrens; Rancho RSXs; Michelin XPS Traction's; a whole bunch of "bling"; Connex 4300hp; Pioneer DEH6100BT; JL Audio 275w amp driving a 12" sub; JL Audio 50wx4 amp driving the Alpine door and rear seat speakers. 380.3hp/786.7ft-lbs (on my tow tune!)
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