Compression Ignition Addict
Join Date: Mar 2011
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The 6.0L that loves to stick it to me
This truck is quite the bastard in the way of trying the patience of its owners and those who work on it. For whatever reason, it's fairly dead set on not wanting to run successfully...Here's a run down of the events that have transpired thus far...
Purchased truck used with 32K. Was fresh off lease by a guy who drove it to work and back every day
Major Failure I:
This failure was a failed head gasket. It resulted in the head gaskets being redone under warranty by Ford. The heads were not studded at this time. This occurred at roughly 80k miles
Major Failure II:
This failure was the left bank of injectors going bad. We were advised to replace all injectors in the bank despite only one being bad. This occurred at roughly 85k miles
Major Failure III:
This failure was the right bank of injectors going bad. We again replaced all injectors in that bank. This occurred at roughly 91k.
Major Failure IV:
This failure was a blown head gasket. This was done out of warranty and necessitated replacing the heads with remanufactured as the heads were determined to be cracked and unusable. This happened 92K. At this point, we studded the heads with ARP hardware, installed Black Onyx gaskets, replaced all the parts on the engine pertaining to any upgrades had done (Oil Pickups, HFCM drain plug, Turbo pipes, Fuel Pressure Spring upgrade, 6.4L banjo bolts, etc.) We also installed a coolant filter, bypass oil filtration, and an Edge Insight monitor with pyrometer.
Major Failure V:
This failure resulted in the degas bottle being a mixture of coolant and anti-freeze. The cause for this failure has not been determined 100%, but it seems as though it's either a failed injector cup/seal or a cracked head. Given the attention to detail in the remanufacturing process and decking process, it seems very unlikely to us that the heads are cracked, especially with only 5000 miles on them, AND the low temperatures we noticed in operation related to ECT, EOT and EGT. We do acknowledge our EOT/ECT Delta is higher than it should be, which could suggest the oil cooler is plugging, which we would be inclined to rectify. Nonetheless, as the truck sits now with 97k miles on it, 5K of which are on the new, studded heads/gaskets, it just seems very unlikely the heads would crack.
So...that's where it's at. We're looking for professional opinions on this, as Ford is somewhat useless in providing insight into it beyond the scope of their factory-approved regimen in handling these things. If it's possible to avoid rebuilding the motor entirely, we're obviously all for that!
We're all ears as to thoughts/opinion on what best to do. There is some apprehension on behalf of the owner to use the current short block, as it's almost as though there exists an issue with the block that's causing these head issues to occur. The funny thing is in watching the Insight gauge like a hawk, we never got crazy EGT's and while our EOT/ECT delta was higher than should be (averaging around 15), it never got reallyl out of hand. We'll probably end up replacing the oil cooler anyway but none of the temps ever got to the point where cylinder head cracking would be likely...at least from our perspective. It is possible, perhaps, that it is just a cup issue, or that the heads we got were defective. Either way, we're looking for the experts to weigh in on what best to do to diagnose the issue, fix it, and make the truck as bulletproof as possible!
So, gentlemen...insight? I'm praying it's just an injector cup issue...a plausible possibility given the number of times this thing has been apart and put back together. It's just very peculiar that a head would crack with so little mileage and zero abuse on it...obviously defects do happen and as such, the head being cracked is a possibility, but we're looking for insight regardless.
Thanks in advance!