6.0 Powerstroke Problems Solved

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While variable geometry turbochargers provide instant response at virtually any engine speed and can double as exhaust brakes, their moving parts are prone to failure.

Due to being present in the exhaust side of the turbo, the vanes, unison rings and/or actuators are constantly exposed to soot, carbon and grime buildup, not to mention rust.

The factory adapter is replaced with a billet-aluminum version, which makes use of a double O-ring seal on the outside of the oil pan (vs.

the single O-ring seal on the inside of the factory piece).

Over time, this O-ring expands, swells and sometimes even breaks, allowing oil to escape.

What follows is a consistent drip of oil wherever you park the truck, not to mention that the passenger side of the oil pan, starter and even transmission will wear a coat of engine oil until you solve the problem.

To keep the gear pump housing located within the rear section of the transfer case, five indexing tabs are employed.

Over time, the indexing tabs on the pump housing begin to rub and eventually wear a hole through the transfer case, allowing fluid to leak out.

With just four fasteners employed per cylinder (with sharing), a relatively small bolt diameter and being of a torque-to-yield design, the factory head bolts don’t stand a chance in the 6.0L Power Stroke.

Under the excessive cylinder pressure the 6.0L can create, the TTY bolts stretch, a head gasket blows and you find coolant residue on the degas bottle.

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