The 6.0L Powerstroke at the heart of the 2004-2007 Super Duty came loaded with more than a few blind spots, some of which include its crippling EGR system, weak head studs, weak head gaskets, and inefficient fuel system. Luckily, Stage 3 can help your mighty Powerstroke work like a brand new truck with kits specifically designed to correct the problems found in the 6.0L Powerstroke. Also be sure to check out our selection of high-powered F250/F350 performance parts to complete your underhood transformation.
If you're reading this, it's likely that you're already aware of some of the drawbacks of the 6.0L Powerstroke in the 2004-2007 Super Duty. Among them, you have a failure prone EGR system, inefficient oil cooler, weak head studs and gaskets, a faulty high pressure oil pump (HPOP), and inefficient injectors. The truth is, if you ask ten mechanics which component in the 6.0L is most at fault for the engine's reputation, you'll get ten different answers. And that's not a knock on 6.0 mechanics, it's just testament to the importance of getting each of these issues fixed so you can enjoy the true potential of your 6.0L Powerstroke diesel engine.
You've probably heard about or experienced at least one of these issues if you own a 2004-2007 Super Duty, but you might be wondering exactly what it is about all of these faulty components that causes failure. We'll go over a couple of extremely helpful solutions to some of the issues with the 6.0L Powerstroke here, but look out for a full blog post on bulletproofing your 6.0L in the near future!
The above image is from one of our most comprehensive kits available for solving many of the issues folks experience with their 2004-2007 6.0L Powerstroke diesel engine. One of the most crucial deficiencies in this engine stems from the oil. Not the oil itself, but rather the inefficient filtration process the oil goes through before it's introduced to the HPOP to pressurize the injectors. Unfortunately, your factory oil filter can only handle the high flow of oil for 3,000-5,000 miles before it goes into bypass mode and stops filtering the oil. From there, you get a clogged oil cooler, which leads to overheating and rupturing of the EGR cooler, and then head gasket failure and so-on. One of the most surefire ways of preventing this from happening is to introduce a secondary filtration system to more efficiently filter out particulates and keep your system running strong. That's where the Sinister Diesel Oil & Coolant Filtration System comes in, which you can check out here.
Another option to preserve the life of your EGR system and head gaskets is much more affordable, but it isn't as comprehensive and permanent a fix as the complete bypass system. A replacement oil cooler will provide vastly improved filtration, but if your EGR cooler is already clogged or blown, the oil cooler won't do much good. You can tell your EGR cooler is blown when your exhaust is "puking" white gases, which is actually evaporated coolant being forced through the EGR and into your exhaust. If that's the case, you'll need a new EGR cooler. You can check out our install video for this product below, however, it's important to note that if you don't fix the oil cooler problem, the new EGR cooler will eventually succumb to the same fate as your factory component.
If you think you need a replacement oil cooler, check out the aFe Bladerunner Oil Cooler. Keep in mind this should help avoid clogging your EGR cooler, but it is not a fix-all solution, and will likely need to accompany a few different upgrades to really keep your engine in the game for the long run.