Ford 6.0L Head Gasket & Head Stud Replacement

Some shops offer to save you $$ by beating in your fire wall to replace your trucks head studs, here at Eisenhart Diesel we take the time to do the job right. In about 2hrs we can have your cab completely off the frame which gives us the space to work without having to damage your truck.

Ford 6.0

Why should you have your Powerstroke 6.0L Head Studs Replaced?

The 6.0L Powerstroke suffers widely from head gasket failure, also known as “blown head gaskets,” which can be ultimately attributed to stretching of the cylinder head bolts, resulting in a lack of sufficient clamping force between the cylinder head, gasket, and engine block. There are several factors that contribute to this stretching, some of which are serious problems that can be addressed through upgrades of their own. The best way to prevent head gasket failure on the Powerstroke 6.0L is to install ARP Head Studs preventively. Barring a preventive installation of head studs, avoiding performance tuners until head studs can be installed and maintaining and upgrading or deleting the EGR Cooler and Oil Cooler are important steps to prolonging cylinder head gasket life.

venting_coolantCommon symptoms of head gasket failure are coolant expulsion from the coolant pressure cap and residue on and around the coolant expansion bottle. These symptoms are unique to head gasket failure, but are often misinterpreted as symptoms of potential EGR cooler failure. Overheating may occur in some cases, and these symptoms are commonly noticed first while towing uphill. It is also common for trucks that tow infrequently to experience coolant expulsion once while towing, with no additional issues for several months until a heavy load is again towed. Many customers complain of coolant loss only while on vacation pulling a travel trailer, which is a strong indication of the early stages of head gasket failure.

 

 

The 6.0L Powerstroke has ten cylinder head bolts per head, and are installed at the factory using a torque-to-yield method. Torque-to-yield attempts to gain the maximum amount of clamping force from a bolt without damaging it, and attempts to provide a more consistent clamping force across all ten bolts.This is done by initially tightening the bolts to a low torque, then turning each of them by a certain uniform angle. As the bolts turn through this angle, the distance between the head of the bolt and the engine block changes a predictable amount due to the pitch of the bolt threads.There had been rumors about supposed head bolt or gasket improvement on later-model 6.0L trucks, starting with claims about the immunity of the 2005 model year to head gasket failure, with many owners and other concerned individuals later suggesting that the 2007 6.0L is immune from leaking head gaskets as the 2005 and 2006 model years showed widespread failures. In 2012, it is already quite apparent that the theories regarding the immunity of any of the 6.0L models was wishful thinking. Head bolts can potentially stretch due to the heating and cooling cycles that all engines go through, which cause the bolts and cylinder heads to expand and contract. As the cylinder head expands and contracts, it can potentially increase the force on the bolt, causing it to stretch in a way that it will not recover from when the metal components cool. The head bolts on the 6.0L are designed to provide a sufficient clamping force around the cylinders and combustion chambers so that the high combustion pressures produced by the turbo diesel under heavy loads cannot espace. The head bolts are generally successful at providing this clamping force for a time, and some trucks have made it as far as 150,000 miles or more without a sign of head gasket leak. Many trucks experience this failure at significantly lower mileage, however, since the head bolts are simply not strong enough and do not have a large enough safety factor in the clamping force they are able to provide.