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.
I am beyond sorry for your troubles through all this, but it has to be a very gratying to be able to do your own work. It just sux that it cost you this much. BTW thanks again for your service.
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Chuckster,
I am humbled when people thank me or even pay for lunch when I am in uniform. I have serve this country for the last 25 years with pride and would do it all again. I will appreciate a quick prayer for my brothers and sisters in arms who are still deployed and separated from their love ones, especially during this holiday season!
I understand what your saying, and people think I'm crazy, but I see it everyday. EGR deletes and blown oil coolers hand-in-hand. Trucks without the deletes rarely ever have blown oil coolers.
Call me crazy, but on a daily basis, what I see is what I see.
BOY....I myself am a Senior Master, wrenching Ford diesels for 17 years, and you are beyond crazy with this statement. I think you are still wet behind the ears.
Lol. Ok oh great and all knowing one. You win. My dick is shorter than yours.
Happy now?
Quite frankly, I'd be surprised if you even had one.
To the original poster...using OE ford gaskets is the only way to go. I have not seen a ford gasket fail a second time, that is using OE TTY head bolts as well. We have installed a couple sets of studs at customers request, but I don't feel it is needed, as we have not seen a second failure even using stock bolts. We use a machine shop that will machine heads up to .006", with no need to touch valves. Nearly every head removed with head gasket failure has a small ridge around the cylinder where the gasket would "vibrate", and wear the head, this is easily corrected with machining head. Fords procedure for checking head straightness will very rarely fail a head, and if there are imperfections, we give the customer the option to pay for the machine work, while the rest of repair is covered under warranty. Reassemble with Ford gaskets and let'r buck.
Fords procedure for checking head straightness will very rarely fail a head
Are you f'ing serious with this statement?! If they "rarely fail a head" why do you send them out to a machine shop?
About 2 mins with a wire brush in a die grinder and then a quick run over with a "biscuit" will 99 out of 100 times save from having to send them to a machine shop. 30 mins worth of work vs. a day or 2 at a machine shop...... As a customer, I'd prefer to get my truck back ASAP.
Of course, if you wire wheel, hit em with a biscuit, and THEN check them for flatness, you are right, they rarely fail, but you can also find a crack easier without sending them to a machine shop.
And IDC how long you've wrenching on diesels, I've never had a comeback on heads except one where I installed black onyx gaskets at a customers request, so I'll fix them my way, and you do it yours and both ways will keep our customers happy.
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Fully Certified Ford Diesel Technician.
Fords procedure is very specific. It tests in one plane only. Many Techs tell us the same story - that heads rarely fail w/ the Ford test procedure. Now, is this because the heads are perfect or because Ford's procedure is a little lacking. Did Ford develop this procedure to "manage" warranty costs?
No doubt that many techs say "Do not machine the heads". But clearly there is a safe limit to do so (I agree that 0.006 is a much better limit than the usual 0.008 you will see posted) and it just seems that a properly machined head has to be better than cleaning one up (by hand) that does have any imperfections.
Are you f'ing serious with this statement?! If they "rarely fail a head" why do you send them out to a machine shop?
About 2 mins with a wire brush in a die grinder and then a quick run over with a "biscuit" will 99 out of 100 times save from having to send them to a machine shop. 30 mins worth of work vs. a day or 2 at a machine shop...... As a customer, I'd prefer to get my truck back ASAP.
Of course, if you wire wheel, hit em with a biscuit, and THEN check them for flatness, you are right, they rarely fail, but you can also find a crack easier without sending them to a machine shop.
And IDC how long you've wrenching on diesels, I've never had a comeback on heads except one where I installed black onyx gaskets at a customers request, so I'll fix them my way, and you do it yours and both ways will keep our customers happy.
1)I am F'n serious about that statement...fords procedure for checking head will RARELY fail a head. Why do we send them to machine shop? Because I don't feel a groove in the head where the head gasket was "vibrating" and wearing on head will make for adequate clamping force and possibly turn into a repeat repair-what I'm saying is, I don't agree with fords procedure and specs. (Even though I was fully trained by Ford) I also think using a plastic scraper is also BS. You will never get all the carbon off head doing it this way. I use a 3M disc, also not recommended procedure, because it can cause high and low spots and leak (as per ford)-take a look at factory machining on heads-it leaves alot to be desired, and a 3M disk won't be any worse. I don't keep a running total of how many head gaskets I have done, but its been alot, and I havn't had 1 fail yet. I would agree with bismic that it was a move to lower warranty costs with the fiasco between ford and Navistar.
2)We are a truck shop, we work on 95% commercial vehicles. Our customers want them back ASAP, but they would rather be down an extra day and be completely OK with that, versus getting it back sooner, and fail 6 months down the road...we call it Fix it Right the First Time, not Fix it Fast Several Times.
3)I don't think I have EVER seen a cracked head between valves on a 6.0L. The only cracked heads I have seen on a 6.0L have been in the injector bore and allow fuel into cooling system, and these you can't see-you can only see the coolant in the bottom of the injector cup.
4)You never did disclose your years of experience...care to share? I'm bettin' your an Asset student, your dealer needed certs to perform diesel warranty work, and took one of there Quick Lane techs (you) and gave you some training. I'm guessing you are good at reading books and taking the tests, but are lacking experience--which is alright, because we all have to start somewhere....but you talk like you've been around the block a few times, but not much you say makes a whole lot of sense. I'm guessing you have less than 5 years experience, because you can't get your Master Tech status until you have 5 years experience, and I'm sure you would have had that in your sig., rather than "fully certified ford diesel tech". I've worked with several Asset techs, that sound like they have seen it all also, needless to say, 1 is in parts department and no clue where the other one is...they usually don't make it long.
I have 16 years experience working in diesels, 8 in my dads big truck shop (no certa needed), 4 with Dodge and I'm at 4 with Ford. Never got certified with Dodge, they wouldn't certify me cause the guy I worked with didn't want them to certify anybody else or he'd quit, thus why I left.
You can flame away, but as previously stated, the only failure I've had with a 6.0 head gasket was a set on Black Onyx, so I think my way is pretty safe.
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Fully Certified Ford Diesel Technician.
I am using ZC-30, and ZC-31 to clean the engine block before installing the OEM head gasket, but I am not impressed at all with the ZC-30. It is very hard to handle and globs in ways I have never seen. Any suggestions?
Got my resurfaced head back this afternoon! Looks like a mirror! The had to take 0.008 because it had a very low spot in the area where the headgasket failed. All the valves were redone, the entire head looks brand new! I also had to buy a glow plug harness because the original had all the plastic junctions busted.
Bleeding knuckles and full of grease but I can’t be happier, the head is back in the truck! Thanks to my neighbor Tom. Thank you, Bet22857, Chuckster57, Bismic, Joebobroker, JMTC, Grewells, OT, TMAN, Dcovaleski, and many others that have share your knowledge and experiences. I still have a few things to do, (turbo, intake manifold, etc.. ) but all that pales in comparison to what is already done! I will post the results when I finish it next week! Until then enjoy every day as if it was your last.
3)I don't think I have EVER seen a cracked head between valves on a 6.0L. The only cracked heads I have seen on a 6.0L have been in the injector bore and allow fuel into cooling system, and these you can't see-you can only see the coolant in the bottom of the injector cup.
Is a cracked injector bore the only way to get fuel into the cooling system? I gave a bud my Gillette fuel regulator spring (100 psi scared the crap out of me when I used it) which he ran for a few years and all of a sudden he's getting fuel in his coolant. He doesn't think it's head gaskets because he doesn't seem to loose coolant.
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