Best Performance Upgrades For 6.0 Powerstroke

Best Performance Upgrades For 6.0 Powerstroke – Easy and Cost-Effective Upgrades for Your PowerstrokeDiesel Performance Parts F-Series Ford Powerstroke Ford Powerstroke 6.0 Suit and Tune Up Your 6.0L Products Tips & Tricks Tags: Performance

Ford has some of the best looking and sounding diesel pickups in my opinion, my personal favorite being the 2003 to 2007 Superduty 6.0 under the hood. On any given day, I can drive through town and see dozens of classic Fords, but not just the 6.0. There are tons of 7.3 and 6.4 engined versions still running on the job sites as well as roaming the streets, and of course you can’t forget about the 2011+ 6.7 either. GM and Ram owners love to come up with acronyms to describe Ford trucks as unreliable or in need of daily repairs, but the truth is that any old truck needs maintenance to stay on the road, but that doesn’t mean you need a lot of money. spend. on monthly maintenance charges. Yes, the 6.0 Powerstroke is the redneck stepmom that needs some extra attention, but today we’re focusing on some simple and cost-effective upgrades you can do to your old Powerstroke to improve its function, performance, and reliability.

Best Performance Upgrades For 6.0 Powerstroke

To keep it simple, we’ll break it down by engine generation, and that means starting with the 7.3-liter Powerstroke, since hardly anyone drives an IDI anymore. The 7.3-liter Powerstroke was first introduced in mid-1994 and was used until 2003, and boasts a massive 444 cubic inches of displacement, making it the largest modern diesel engine ever in a pickup truck. Its power output was quite modest considering its size, as it was rated at 275 horsepower and 525 lb-ft. rotation. The 7.3 is also one of Fords most reliable powerplants and can be regularly driven to 500,000 miles or more with only the need for basic maintenance. But as always, there is room for improvement.

Bullet Proof Diesel Ford 6.0l Cooling System Upgrade Kit

To be honest, the 7.3 and 6.0 should have been adjusted from the factory with the return system. Anyone stock on modified engines can benefit from this upgrade.

A large fuel bowl sits on top of the 7.3 and contains the fuel filter, pressure regulator, and distributes fuel to each cylinder head, but the fuel bowl is also a very common source of fuel leaks. There are some O-rings that can shrink or crack with age, and the pressure regulator spring can become weak and cause fuel pressure to drop over time. Although Ford offers several aftermarket parts that will fix leaks and low pressure, there will still be a design flaw that causes fuel to die in the rear of each cylinder head. This causes uneven fuel distribution to the rear cylinders of the engine, which can result in rough and noisy operation. Fixing all of these problems is an adjustable return fuel system from Driven Diesel. This will eliminate the leak from the fuel pan and regulator assembly, but also include the fittings and lines to carry the fuel and allow it to flow through the cylinder head and out the back rather than dead. Circulation means cooler fuel, more even distribution to the rear cylinders, and even better throttle response and more horsepower. Since it removes the fuel filter, you’ll need to upgrade your filtration as well, but the FASS lift pump and filter combo is the perfect companion upgrade to an adjustable return system. This will remove any dirt, water or air trapped in the fuel, further improving fuel mileage and power at the same time.

Any pickup truck can exhibit symptoms of axle packing and wheel spin, but OBS era Powerstrokes (1994-1997) are particularly susceptible, and when wheel spin occurs, it is sometimes accompanied by a broken U-joint, pinion yoke, or even driveshaft failure. While running the throttle is a smart move to avoid breaking, what you really need is a way to use all your torque and horsepower without breaking parts, and that’s where a set of drag bars come in handy. Longhorn Fab Shop drag bars are made from heavy-duty 2” steel and create a solid connection between the bottom of the axle and the frame, converting axle roll motion into direct thrust, preventing wheel spin and keeping the tires firmly planted. on the place. Because drag bars use a Heim joint at each end, the axle can still cycle up and down and articulate freely, so your ride quality remains intact. It’s also worth noting that drag bars are especially helpful if your truck is lifted with a block between the axle and the spring.

Boost Fooler 7.3 for Powerstroke is really as simple as that. And for less than $20, you can trick your ECM to allow higher levels of stock boost. So the question is, why haven’t you installed it yet?

Powerstroke Turbine Wheel Shaft Archives

To increase the performance of your 7.3 Powerstroke, many owners will install a larger turbocharger, change the bowl or even larger injectors, and these changes together send more air and fuel to the engine, which of course means more horsepower. One thing you may not know is that the computer has a built-in boost limit, and once you exceed that limit with your new parts, the computer will unload and back down to 60 to 80 horsepower to maintain boost. under a predetermined limit. This directly conflicts with your new mods, so in order to avoid the fuel situation, you have a few options. If you’re using a stock computer and don’t want to mess with the setup yet, a cheap solution is the Boost Fooler from BD Diesel. This will allow the turbo to produce more pressure by limiting the signal sent to the ECM to prevent fuel shortage and for less than $20, it’s an easy way to get the most out of it. from your changes.

Call me crazy, but my favorite Powerstroke of all time is the six-liter. They were produced between 2003.5 and 2007 and feature several technical upgrades over the 7.3, including four valves per cylinder and a variable geometry turbocharger. Yes, they get a bad rap, and yes, they can be expensive to maintain, but when you hear the sound of a refined 6.0 on open throttle, all the problems in the world seem to disappear. Stock, they make 325 horsepower and 560-570 lb.ft. of torque, which isn’t a ton by today’s standards, but since they were built before the introduction of DPF systems, you have a bit more latitude when it comes to choosing your performance upgrade. Instead of a conventional rail, the six-liter still used the same HEUI injection system as the 7.3, where high-pressure engine oil forces fuel into the engine through a piston into an injector. Because of this, the 6.0 can benefit from the same fuel bowl deletion and regulated return fuel system as the 7.3, but there are also plenty of other budget upgrades you can do.

One of the most common faults on the 6.0 (EGR Cooler) can be traced back to a failed engine oil cooler, but the root of the problem is in the engine block. The oil cooler is a liquid-to-liquid heat exchanger, and because the 6.0 blocks were cast in a foundry, there is a small amount of dirt in the cooler passages and it slowly works its way out with time and wind. in your cooler. This dirt will eventually plug the small oil cooler passages and when this happens, the flow of coolant is blocked from reaching the EGR cooler, causing failure. But, if you can prevent a dirty oil cooler from turning on, you’ll save both parts.

Sinister Diesel makes many products for the 6.0 Powerstroke, and their coolant filtration system is a great way to clean antifreeze and prevent damage to existing parts, or if you’ve just replaced the EGR and oil coolers, a coolant filter kit is the best. A way to protect your investment. It installs very easily from the heater line to the coolant route, and the filter is mounted in the front of the engine compartment, making it easy to replace. The Sinister filter head has two valves mounted inside that allow you to shut off the coolant flow so you don’t waste too much time changing the filter and once you’ve gone through the initial system, clean it (change filters at 500 and then 3000 miles) only needed once a year Filter replacement.

Service Truck To Race Truck: Austin Denny’s Wicked 6.0l Power Stroke

Eliminating airflow restrictions on a diesel engine will always free up horsepower, add efficiency and lower EGT, and the Powerstroke is no different. One overlooked area on the six-liter is the intake elbow. The stock pipe that runs from the intercooler to the intake manifold is made from 3” diameter tubing, and the manifold itself has a sharp 90° bend before it enters the intake manifold.

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