"10,000 miles it lost three injectors, lift pump, and rail pressure valve on the way to Laughlin, AZ"

I don't think those three things were unrelated and I think the lift pump was the start of it all. See my crowings in the 3rd gen engine forum.

Changing head gaskets on 3rd gens... I was thinking about that myself last night.

I think I have enough room between the cowl and the head to do it. If not, I could use a stud puller to remove the studs to slide the head off. If not, I can easily drop the engine a few inches for more room. If not, I can pull the engine in about 3 hours. It went in pretty quick. My truck, and I assume the Dodges, are still pretty easy to work on.

They used to pull the 7.3s out to work on them. I think the 6.0 is larger. I think they have to lift the cab to pull them.

I don't have to pull the cab to pull my engine. On the Dodges, part of the valve train on cylinders 5 and 6 need to be removed to get the engine out.

I was also reading about 24Vers running P7100s... I had the thought that if the injectors and CP3 ever gave me a lot of grief that I could get a P7100 on the engine fairly quickly. Now that is just plain craziness. But I bet I could if I had to.

 

6.0L guys are now asking about Cummins swaps.

http://forums.thedieselstop.com/ubbt...5&o=31&fpart=1

Ford gets slapped in the face by a Cummins comment just about every day. I don't know why they can't get better engines for those trucks.

 

Because Ford owns Cummins.

 

superduty, your absolutely right, the 6.0 fords are not gonna be worth a ham samich once out of warranty.

i've done a cab swap on a superduty at my shop for a customer. not because of motor issue, it got t-boned and needed a new cab. the swap is actually pretty easy, not too many hurtles at all. i'm not saying i would trust a bonehead dealer tech taking my cab off, but if i personally had to do head gaskets on a 6.0 i would pull to cab instead of the motor.

the 6.0 is just aweful. why can't ford fix it??????????
i do alot of business, (autobody), with local dealers and when i'm in the ford dealerships i can't help but laugh. the lots are full of 6.0s and there is always some pour guy talking to the service manager or tech, about what's wrong with the truck this time. the look on the tech's & service manager's faces is priceless. "***, not again" or "Sh_t not another one" are some of my favorite quotes.

to be honest, i'm actually at the point where i really feel bad for all the guys with 6.0s. i couldn't imagine how frustrating that must be. i hope the new 6.4 is alot better for their sake.

 

I love reading these threads. It just re-affirms the fine choice I made when I decided to buy a diesel truck, besides the fact that I liked the first one so much I had to buy another one.

Chris

 

Another bedplate leak. http://forums.thedieselstop.com/ubbt...5&o=31&fpart=1

What is a bedplate ?

Another guy wants to start a class action lawsuit.

==================================================
I gotta tell ya guys, my truck has been in the shop 8 times in the last 20,000 miles and I am taking back in for the 9th. All engine related, turbo charger, egr valves, fuel injectors, etc... I am starting a class action suit against ford, anyone wanting to join in, contact me at sms0913@comcast.net
==================================================

I'd post a link but I'm sure the Ford site will delete this right away.

 

They keep selling them though... Around here you hardly see any CTD's. For every 1 CTD you see there are 20 more Ford diesels and maybe 10 Chevy duramaxes...

I had my truck at the dealer to do the High idle and an oil change (they send me coupons). the service writer told me that they had 5 CTD's on the lot.. they sat for awhile and all they sold were the hemi's with 20" rims.. Of the 5 that sold mine is the only one that stayed local and comes back to their dealer...

 

The people in this town aren't the brightest, but most people with diesels are cotton farmers and I'd say about 75% of them use Cummins powerd Dodges. That is different from my home town where rich highschool kids all buy Powerstrokes and keep them fora a year or two. Some people have too much money.

 

My best friend who owns a 00 CTD just bought an 05 Excursion 6.0. He knew about all the problems but shelled out the bucks anyways. At 200 miles it already leaks oil at the rear main and makes strange noises.

 

Correctly me if I'm wrong but the 7.3 and the 6.0l motors are designed and produced by International Truck. If so shouldn't they be the ones that make the changes to the problems?

 

The thing is that in the IH trucks the 6.0L is not having NEARLY as much trouble as it does in the Ford application.

Its because Ford couldn't leave their hands out of the engine.......

 

Another engine shot. Bottom end problems this time.

The posters are getting smarter. They are posting under a new name so you don't know who they are or what their mods are.

Funny thing is that they post in the non mod'd part of the board, looking for warranty.

Putting a mod on a 6.0 is just asking for trouble. You might as well start saving money for a new engine. Man, am I happy with my Cummins !

http://forums.thedieselstop.com/ubbt...5&o=31&fpart=1

 

Wow those guys sure got it ruff.

Anyone have the link to a thread that a guy posted on this site about 3-4 weeks ago. It was a long read about a faitful Ford owner of 30+ years switching over to a Cummins. In the article they also went into great detail about all of the 6.0 problems.

I have a firend who is a die hard Ford boy and I'd love to show him this.

 

For information onthe bed plate.
I worked for a time directly on the line that made the PS blocks. The bed plate is the entire lower half of the block from the centerline of the main bearing bores down. The PS does not have individual bearing caps. This is a one piece "ring" with all the 5 main bearing halfs machined into it. It weighs about 75 pounds. It has a pair of long string line seals onthe sides and more or less conventional seals onthe ends. This bed plate is matched to the block early in the machining process. It is separated several times and reunited. The automated machining proces is very good at keeping these things mated properly. You can't mix these ar they are machined together. The bed plate is supposed to provide increased rigidity to the block. We used a similar piece on the early hemi when we ran top fuel dragster back inthe 60's and 70's. If this thing is removed for any reason all of the 20 bolts must be replaced as they are torqued to yield. At the assembly plant bolts are reused many times but the final assembly is with new bolts right out of the box. The initial final assembly is done robotically so there is no human intervention. We saw lots of problems with the group of motors we took apart where the bed plate leaked, mostly at the front or rear seal joint with the bed plate. There appeared to be a very small spot of a silicone seal there. I never really got to see up close how this was applied as the robot was enclosed in a cage. The long side seal may have been a molded in place seal but of course the replacement is not. I got to take apart down to the last nut and bolt including the piston oilers over 200 of these motors. The block line had 5 micron filters inthe wash process so the blocks were very clean when they left for final assembly. Many motor had serious bearing problems. I think these were caused by particles flaking off of the rough cast blocks within the oil passages that were not machined. It's hard to get past the filter but there are non machined areas. It may have been from the cranks too but they had a similar wash process. Some how there was a lot of dirt getting into the oil systems. There were bearings that were badly worn on one side like the radius onthe crank was too large or the bearing was too wide. some cranks indeed did have tapered bearing surfaces. How they got by inspection I don't know.

Anyway I hope this adds a little to the PS info.