OK, so I finally got all the parts in to basically bulletproof the truck, except for head bolts. I don't run any tunes, so I'm thinking I shouldn't have to worry about that part. (Isn't that only a factor if you are over boosting?) I used White Bear Lake for all the Ford parts; standpipes and dummy plugs, STC fitting update kit, turbo oil drain tube, turbo feed line and a turbo mounting kit. I got the IPR Gen II egr delete kit with up pipe, the stainless steel HPOP screen and a new heat shield for the ICP sensor from IPR Research. When I pulled the ICP out my dearly departed white truck, the heat shield was crap so I figured I would just get a new one for this truck.

So, I got a question that's been bothering me. I can justify the expense and effort this is going to cause me because all this stuff needs to be done regardless if any of it is the cause of my problems or not. But I hate the thought of getting everything buttoned up and the truck still doesn't start. My question is, is there anything else I should be looking for while I'm in there? I found a series of YouTube videos by this guy FordTechMakuloco that is just outstanding. Best DIY videos I have ever seen on any subject. So I've got my parts, and all the special tools I'll need to do the job, and a great resource in this guy on YouTube. BUT -- I haven't done the air pressure test. I don't even have the adapter yet, though I should have ordered it by now. The thing is, I don't have a laptop right now, and my understanding is that you have to command the IPR closed to do the test. I can't do this with TorquePro, and my only affordable option that I know of is FORScan, which runs on Windows. I have heard about closing it by applying voltage, but that you should only do that for a short period. On the other hand I read that it needs to stay closed for like 5-10 minutes.

I'd like know what thoughts you all might have on this.

Thanks,
Jude

 

to answer this... no over boosting is not the only cause of headgasket failure but doesnt help things... can these engines run long periods without the failure.. yes... but it still happens even without re-tuning or high boosts... EGR deletes adds stress to the cylinders because in the factory setup the computer uses the EGR as a BOV for the intake... when you let off it pops the EGR open to bleed the excess air pressure down the exhaust through the turbo to your tail pipe.. problem is most dont realize this when theyre doing their deletes.. does deleting it guarantee your going to blow them?? no... but it adds to the stress on the gaskets and bolts.. just as over heating due to a failed t-stat can also eventually cause head gasket failure... yes there are ones on here running egr deletes and dont have issues.. where others had failures within a couple thousand miles after...

just as the saying goes... a little knowledge can be dangerous... but so can alot of knowledge too..

 

I like FordTechMakuloco.

Regarding the air pressure test, there are a few clarifications.

The IPR has switched power to it as soon as the key is turned on. When cranking, the PCM applies a ground to begin the process of "duty cycling" the IPR so that it will increase the flow and pressure of high pressure oil to the injectors.

When you apply the ground to it electrically by bypassing the PCM ground, you possibly could damage the IPR valve electronics - if you apply the current for long periods of time. I don't see a difference between doing it w/ a separate electrical circuit or through the PCM. Probably the best way to do an air test IMO is to do it w/ the special fitting and the IPR removed.

https://www.accuratediesel.com/shop/252.html

There is a way to close the IPR by using backprobe pins at a PCM connector. I describe it in my no-start thread in the Tech Folder.

 

With four different production head casting numbers, and the last one a publicly noted major change, head bolts may not be the only issue.

 

You could just take it apart to change the parts and see if you find a smoking gun while doing the work, for example a shredded standpipe oring. if you don't find something obvoius, maybe do more testing, like the air test, before putting everything back together.

 

Thanks all for the replies. Sparky, I had no idea about the EGR being used to blow off excess pressure. That's a new one on me. Mark, I'll take a look at your write up in the tech folder. Probably this weekend so I can take time to absorb it. I'll be looking for any obvious signs of trouble as I go through it. I'm hoping to find something like a broken STC fitting. It would be scary to get in there and everything looks good.

 

was one of the first things i learned when researching the 6.0's.. when i met with some of the guys from Powerstroke Performance and asked them about it they confirmed what id heard in passing..

 

I've heard the same thing, but then I've heard it's not a huge issue from other very reputable 6.0 techs.

It depends who you talk to, and at the end of the day every one I've asked will say the pick your poison with the cooler in place at risk of failure leading to other issues, or take it out of the loop.
What most of the guys I have chatted with over the years will tell me is it's the guys that get greedy with tuning that end up with problems.

 

 

mine came out when i was doing the top end rebuild... but i was studding at the same time so wasnt a concern after that for me...