I have been reading about the difference between headbolt sizes in diameter in the 6.0 Diesels. Do the 06 and 07 have larger headbolts and better head gaskets than the 04 and 05 engines?
So my next question is will these engines with the larger headbolts hold up better to a tuner and not pop a head gasket? Thanks Tore

 

This is from the tech folder:
https://www.ford-trucks.com/forums/5...ml#post3974497

 

Job 2 '06 motors (post Jan 06 built trucks) should have the "commonized" motors. This is where the improved head bolts come into play. I have had this recent experience with my Job 2 '06 truck. I have an SCT running the Insanity tune by Elite. I was on the interstate and some BullyDog Dodge decided he wanted to play. I ended up dragging him down the interstate for over 5 miles exceeding the speed limit (I know it's stupid). At the end of our run I had coolant puke out the overflow cap. I thought I was done, after reading around a bit I found that I had overfilled my tank (due to lifting the truck and then adding too much coolant to the cold fill line). I have NO other indications of problems nor and additional problems. I honestly think I boiled the coolant during my long run causing the puking.

I feel that if you have the improved motor you are LESS likely to have problems. With that being said there are PLENTY of complaints of stock trucks having problems as well as PLENTY of stock trucks with no issues.

 

Bought my 06 truck in September 06. By 9k miles the cab was removed for new head gaskets. I dont know the actual build date but I bought it after the 07's were out and the VIN indicates its not an early build.
Not to scare you but the first time mine puked they lowered the overflow level and I thought everything was fine.......until the next time I towed with it.

 

Do you have a source that can verify this? Everything I have read from the techs on this is that the bolts and gaskets are the same, but the locating pins are larger -- the 6.4 got the larger head bolts. Just reiterating what I've been told/read many times...

not sure if the pin size gives any extra strength or not...

 

This is an old post that Maxium4x4 answered for me and a few others referring to COMMONIZED motors. Read up.

Subject: 2006 6.0L Diesel Power Stroke Cylinder Head Commonization
Effective Date: Ford Production Assembly Plants - January 11, 2006
Kentucky Truck Plant (Super Duty) & Lorraine Assembly Plant (Econoline)
Description
Changes are being made to the 6.0L diesel cylinder head, head gasket, crankcase block, rocker
arm carrier and injector hold down clamps for the 2006 Super Duty and Econoline Program. The
action is taking place to facilitate/communize the International manufacturing process for the
upcoming 6.4L program. The 2006 6.0L used in Ford vehicles after January 11, 2006 are being
referred to as "Commonization Engines".
Part number details are provided on a separate excel spreadsheet.
Figure 1 - New cylinder head
1. Carrier boss bolt holes M10 x 1.5
2. Injector clamp bolt holes (relocated)
The new cylinder heads have several casting changes including a slight injector clamp bolt hole
relocation (2, figure 1) and the carrier boss bolt hole size and location changes (1, figure 1). New
cylinder heads also use 32 mm cup plugs replacing the old 28 mm cup plugs.
The cylinder head gasket is also new to accommodate the new 20mm cylinder head location
dowels. Pre commonization head use 18mm dowels
Note: At this time the new cylinder head assembly is not interchangeable with the previously level
head.
Figure 2 – Previous Level Cylinder Head
1. Carrier boss bolt holes M8 x 1.5
2. Injector clamp bolt holes (original locations)
Note: The previous level cylinder head assembly is not interchangeable with the new head.
Figure 3 - New Block Assembly
The new crankcase (block) uses two 20mm cylinder head locating dowels per head.
The old crankcase (block) uses two 18mm cylinder head locating dowels per head.
Note: The new and old block assembly is not interchangeable. This affects replacement of all 6009
short blocks and the 6010 bare blocks.
Rocker Arm Carrier:
Figure 4 - New Rocker Arm Carrier
Casting changes to the rocker carrier provide increased clearance for new injector hold down
clamps (figure 6). The new carrier also uses only 2 bolts and locating dowels to attach the carrier
to the head.
The new rocker carrier is serviced in a Rocker Arm Carrier Kit which includes the rocker carrier
cover, gasket and necessary dowels.
Note: The new and old rocker arm carrier kits are not interchangeable.
Figure 5 – Previous Level Rocker Arm Carrier Kit
The old rocker arm carrier uses 4 attaching bolts to hold the carrier to the old cylinder head (figure
2).
The previous rocker arm carrier is also serviced in a kit which includes the rocker carrier cover,
gasket and necessary dowels.
Note: The previous level rocker arm kit is not interchangeable with the new kit and will remain
available for service.
Injector Hold Down Clamp:
Figure 6 - New Injector Hold Down Clamp Assembly
The tail end of the new injector hold down clamp is being reduced to avoid interference with the
rocker arm carrier wall. Injector hold down clamp bolt torque will increase from 24 lbf·ft to 25.8 lbf·ft
and bolt head size will increase from T40 to T45.
Note: The new and old injector hold down clamps are not in interchangeable.
Figure 7 – Previous Level Injector Hold Down Clamp Assembly
Note: The new and old injector hold down clamps are not in interchangeable. The old injector hold
down clamp will remain available for service.

 

Hey! Who cares about the size of the head bolts? More importantly, did you beat that dodge?