Turbo Replacement
Hotshot
Joined: Dec 2003
Posts: 15,368
Likes: 121
From: Stuttgart, Ar
KW--IMHO it just needs a good cleaning and if you can remove/install it you can clean it. Like LVTitan says, you can get the parts somewhere, but most of the time it's just the veins hanging from carbon and a good scotchlock disc can take care of that. Just don't use brake cleaner on the turbo bearings as it will ruin them. You might wanna get a turbo install kit from the dealer that has the oil supply tube gasket, oil return tube o-ring and new bolts and spacers (if required) all in it. It's CHEAP, and lots of times you don't even need it.
Senior User
Joined: Jan 2007
Posts: 306
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Originally Posted by Kenworth
Went to work today turbo worked find coming home it acted up for a few minutes and started running fine 
I know d*mn well the exhaust brake hasn't caused any damage its the poor turbo design.
Any kind of warranty the manufacturer always tries to wiggle out of it some how.
I know d*mn well the exhaust brake hasn't caused any damage its the poor turbo design.
Any kind of warranty the manufacturer always tries to wiggle out of it some how.
If you have the 06E17 recall the program will cycle the VGT through a specific range to mitigate the sticking issue, which may explain "acted up for a few minutes and started running fine"
If you want to stop quickly, enable the T/H mode. It will decelerate your truck much faster and, other than depressing the button, it doesn't require any user intervention.
I use it during stop-and-go traffic situations as well, and not just for hauling or towing. It keeps the transmission from shifting through the gears and when you need to quickly merger into the other lane the transmission is in the proper gear and the turbo is already spooled up.
Former Vendor
Joined: Mar 2006
Posts: 662
Likes: 0
From: Surrey, BC
Originally Posted by glm racers
Perhaps your exhaust brake is loading the compressor side with too much back pressure resulting in problems with the VGT Piston? The PCM uses exhaust back pressure to moinitor and act like a close loop control signal for the VGT.
If you have the 06E17 recall the program will cycle the VGT through a specific range to mitigate the sticking issue, which may explain "acted up for a few minutes and started running fine"
If you want to stop quickly, enable the T/H mode. It will decelerate your truck much faster and, other than depressing the button, it doesn't require any user intervention.
I use it during stop-and-go traffic situations as well, and not just for hauling or towing. It keeps the transmission from shifting through the gears and when you need to quickly merger into the other lane the transmission is in the proper gear and the turbo is already spooled up.
If you have the 06E17 recall the program will cycle the VGT through a specific range to mitigate the sticking issue, which may explain "acted up for a few minutes and started running fine"
If you want to stop quickly, enable the T/H mode. It will decelerate your truck much faster and, other than depressing the button, it doesn't require any user intervention.
I use it during stop-and-go traffic situations as well, and not just for hauling or towing. It keeps the transmission from shifting through the gears and when you need to quickly merger into the other lane the transmission is in the proper gear and the turbo is already spooled up.
If the exhaust brake is causing the failure what is causing the thousands of other similar turbo failures out there that have no exhaust brake on???
Senior User
Joined: Jan 2007
Posts: 306
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Originally Posted by dave at BD Power
If the exhaust brake is causing the failure what is causing the thousands of other similar turbo failures out there that have no exhaust brake on???
In my case I have kept my engine and truck bone stock, and I drive it everyday too-and-from work, so it never was parked for an extended time for the vanes to corrode and stick, but I live and work 10 miles from the ocean, so perhaps the enviroment played a role in the sticking issue, and on the weekends I towed my 12k # toy hauler to our favorite spot.
I also frequently drive to the Colorado River during the summer, where it's typically either bone dry or high humidity monsoon conditions.
Most of the posts I have read on this topic are the results of extended non-use condition resulting in corroded vanes.
What has been your assesment on this issue?
Postmaster
Joined: Feb 2006
Posts: 3,201
Likes: 4
From: waynesville, mo.
It does sound like your environment has corroded the vanes in your turbo. I think i would try cleaning first. A lot of the turbos replaced could have been repaired with a cleaning, but unfortunately, some folks would rather replace than do the extra labor to try and save them. Maybe thousands, 3/4 were probably unnecessary.
Former Vendor
Joined: Mar 2006
Posts: 662
Likes: 0
From: Surrey, BC
Originally Posted by glm racers
Thousands? Can you verify that?
In my case I have kept my engine and truck bone stock, and I drive it everyday too-and-from work, so it never was parked for an extended time for the vanes to corrode and stick, but I live and work 10 miles from the ocean, so perhaps the enviroment played a role in the sticking issue, and on the weekends I towed my 12k # toy hauler to our favorite spot.
I also frequently drive to the Colorado River during the summer, where it's typically either bone dry or high humidity monsoon conditions.
Most of the posts I have read on this topic are the results of extended non-use condition resulting in corroded vanes.
What has been your assesment on this issue?
In my case I have kept my engine and truck bone stock, and I drive it everyday too-and-from work, so it never was parked for an extended time for the vanes to corrode and stick, but I live and work 10 miles from the ocean, so perhaps the enviroment played a role in the sticking issue, and on the weekends I towed my 12k # toy hauler to our favorite spot.
I also frequently drive to the Colorado River during the summer, where it's typically either bone dry or high humidity monsoon conditions.
Most of the posts I have read on this topic are the results of extended non-use condition resulting in corroded vanes.
What has been your assesment on this issue?
Lets put this poll up and see what results we get?
https://www.ford-trucks.com/forums/6...lacements.html
Former Vendor
Joined: Mar 2006
Posts: 662
Likes: 0
From: Surrey, BC
Originally Posted by vloney
It does sound like your environment has corroded the vanes in your turbo. I think i would try cleaning first. A lot of the turbos replaced could have been repaired with a cleaning, but unfortunately, some folks would rather replace than do the extra labor to try and save them. Maybe thousands, 3/4 were probably unnecessary.
So what you are saying is that the turbo on your 50K truck is now a serviceable item that should be serviced every year or so??? What about the retired and unable who do not have the capacity to even change their oil, are they supposed to pull the turbo off and clean it periodically???
I apologize for playing the devils advocate on this topic but I am blown away by the loyalty you Ford owners have to the Ford Motor Company that is sitting on all your money they made from a commonly known poor design that is now discontinued???
Senior User
Joined: Jan 2007
Posts: 306
Likes: 0
Originally Posted by vloney
It does sound like your environment has corroded the vanes in your turbo. I think i would try cleaning first. A lot of the turbos replaced could have been repaired with a cleaning, but unfortunately, some folks would rather replace than do the extra labor to try and save them. Maybe thousands, 3/4 were probably unnecessary.
I have seen the video instruction that describes the cleaning procedure, and like you said if a tech has another new turbo readily available it doesn't take much mental powers to solve that problem.
My neighbor, that lives down the street, has an 03 FX4 Lariat that's been raised 10" and programmed, and he only uses it to tow his toy hauler once a month or so, and he hasn't had the turbo replaced.
I find it hard to believe that the enviroment has a key role in failures of VGT type turbos, but there's no argument that living by the ocean will decrease the life span of metals.
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Senior User
Joined: Jan 2007
Posts: 306
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Originally Posted by dave at BD Power
Verify... absolutely! come and look into our service bay on any given day our service bay has a non stop flow of the 6.0L Fords. 95% of which are turbo and head gasket jobs. Out of our 12 bays we have 2 dedicated just to 6.0L Fords that we are booking into next week. The local Ford dealers are actually sending them to us as they are unable to lift the cab off the truck to repair the 16 hour head gasket jobs. I have customers that have been waiting 4 weeks for Ford to send replacement turbos out that they are unable to supply.
Lets put this poll up and see what results we get?
https://www.ford-trucks.com/forums/6...lacements.html
Lets put this poll up and see what results we get?
https://www.ford-trucks.com/forums/6...lacements.html
"Twelve services bays, of which 2 are dedicated to Fords with the 6.0L, and 95% of all 6.0 failures are the result of turbo and head gasket failures"
Questions: on the jobs with the head gasket failures, what percentage of these truck had been chipped or re-programmed?
Of the failed turbos, how many of these jobs were using an aftermarket air filter.
What types of jobs and vehicles are you performing on the other 10 service bays? Don't get me wrong, but I'm curious if they are Cummings or Duramax. All have there problems too.
BTW...according to our resident forum 6.0 diesel ASE certified FTE member you can replace the head bolts without lifting the cab.
Last edited by glm racers; Aug 16, 2007 at 01:47 PM.
Senior User
Joined: Jan 2007
Posts: 306
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Originally Posted by dave at BD Power
So what you are saying is that the turbo on your 50K truck is now a serviceable item that should be serviced every year or so??? What about the retired and unable who do not have the capacity to even change their oil, are they supposed to pull the turbo off and clean it periodically???
I apologize for playing the devils advocate on this topic but I am blown away by the loyalty you Ford owners have to the Ford Motor Company that is sitting on all your money they made from a commonly known poor design that is now discontinued???
I apologize for playing the devils advocate on this topic but I am blown away by the loyalty you Ford owners have to the Ford Motor Company that is sitting on all your money they made from a commonly known poor design that is now discontinued???
And I have read that the Garret design VGT has been in operations long before the 6.0 was introduced.
We can debate the "my design is beter than yours" all you want, but let's stay on track and keep it real by providing facts with data and not suppositions.
Former Vendor
Joined: Mar 2006
Posts: 662
Likes: 0
From: Surrey, BC
Originally Posted by glm racers
I've just taken the poll.
"Twelve services bays, of which 2 are dedicated to Fords with the 6.0L, and 95% of all 6.0 failures are the result of turbo and head gasket failures"
Questions: on the jobs with the head gasket failures, what percentage of these truck had been chipped or re-programmed?
Of the failed turbos, how many of these jobs were using an aftermarket air filte.
What types of jobs and vehicles are you performing on the other 10 service bays? Don't get me wrong, but I'm curious if they are Cummings or Duramax. All have there problems too.
BTW...according to our resident forum 6.0 diesel ASE certified FTE member you can replace the head bolts without lifting the cab.
"Twelve services bays, of which 2 are dedicated to Fords with the 6.0L, and 95% of all 6.0 failures are the result of turbo and head gasket failures"
Questions: on the jobs with the head gasket failures, what percentage of these truck had been chipped or re-programmed?
Of the failed turbos, how many of these jobs were using an aftermarket air filte.
What types of jobs and vehicles are you performing on the other 10 service bays? Don't get me wrong, but I'm curious if they are Cummings or Duramax. All have there problems too.
BTW...according to our resident forum 6.0 diesel ASE certified FTE member you can replace the head bolts without lifting the cab.
As for the other 10 bays they are doing general repairs, service and BD installs on 5.9 cummins 6.6 and 6.5 Chevy and 7.3L P/S, not dedicated to one specific truck like the 6.0L.
Lets have our resident 6.0L tech chime in and explain the proceedure for removing ALL the head studs without removing or lifting the cab. We would sure like to know how this is done as we could pass this savings on to our customers.
Former Vendor
Joined: Mar 2006
Posts: 662
Likes: 0
From: Surrey, BC
Originally Posted by glm racers
Obsolete design? Hardly. The new Duramax, from what I've read, will employ a variable geometry type turbo on their new diesel trucks.
And I have read that the Garret design VGT has been in operations long before the 6.0 was introduced.
We can debate the "my design is beter than yours" all you want, but let's stay on track and keep it real by providing facts with data and not suppositions.
And I have read that the Garret design VGT has been in operations long before the 6.0 was introduced.
We can debate the "my design is beter than yours" all you want, but let's stay on track and keep it real by providing facts with data and not suppositions.
Last edited by dave at BD Power; Aug 16, 2007 at 02:04 PM.
Senior User
Joined: Jan 2007
Posts: 306
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Originally Posted by dave at BD Power
Lets have our resident 6.0L tech chime in and explain the proceedure for removing ALL the head studs without removing or lifting the cab. We would sure like to know how this is done as we could pass this savings on to our customers.
Evidently your customers are requesting studs, which are superior than bolts. This will require the removal of the cab to have sufficient clearance to install the studs and then the heads, which will void the 5/100 warranty depending on the dealers judgement.
Have you tried installing studs by placing them in the heads while installing the heads/studs as one assembly??
Senior User
Joined: Jan 2007
Posts: 306
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Originally Posted by dave at BD Power
suppositions...? well my pole has been up for 1 hour now and already 4-5 blown turbos, 2 and 3 times for the one guy... ya, I see no problem with them!
Using one data point i.e. "2 and 3 for one guy" are called outliers and are not used in the analysis.
This is not to say the this member has not had his turbo replaced more than two times, and these data points, again if there are at least 30 individuals with more than 2 turbos repalced, can be used as another set of population for analysis.
For example: if one member has had the dealer replaced the turbo more than once then the null hypothesis would be defined. Measurements can then be made to further analyze the data, example: was it the same dealer that performed the job?
Senior User
Joined: Jan 2007
Posts: 306
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As of this writting there are 2 responses out of 57 views.
This can mean several things: 1) not all viewers own 6.0, and 2) there are 55 six-oh owners that have not had problems with their VGT
Stay tune for more.
This can mean several things: 1) not all viewers own 6.0, and 2) there are 55 six-oh owners that have not had problems with their VGT
Stay tune for more.
Last edited by glm racers; Aug 16, 2007 at 03:46 PM.