A conclusive Manual for The 6.0-Liter Power Stroke Diesel in
2003-08 Super Commitment Portage Trucks The most liberal technique for
depicting Section's 6.0 powerstroke egr delete kit" V8 in its Super Commitment trucks is as a
significant goof in the advancement of Portage's diesel engines. This engine
merged different advances that Portage just couldn't build reliably at the
expense of a significant truck back in 2003. Tuning a 6.0-liter Power Stroke
for a higher outcome can make fundamentally more issues. In any case, if you at
this point have a 6.0, don't fear: diesel truck darlings are a shrewd group,
and there are several different ways you can change this Portage F-250 with a
Power Cycle engine to additionally foster enduring quality.
Is the 6.0 Power Stroke a good engine?
No. This diesel V8 fair-mindedly has a greater number of
issues than similar engines from Chevy or Sidestep. At the point when the
6.0-liter Power Stroke, Portage built other diesel engines that are probably a
predominant choice for you. For better mpg, choose a 7.3-liter Power Stroke
(2003 and earlier) or a 6.7-liter Power Stroke (2010 and later) for a reliable
engine that produces less cloud gas from exhaust.
You can isolate the issues with the 6.0-liter Power Stroke
diesel V8 into two arrangements. Most issues impact stock engines. However,
there are a few issues that plague Power Stroke owners who attempt to modify
their 6.0 to increase its power. We'll fastidiously depict what is happening on
the two courses of action of issues and the best method for hindering them.
What year did Section go to the 6.0 Power Stroke?
Portage exchanged from a 7.3-liter diesel V8 worked by
Overall Finder to the 6.0-liter Power Stroke mostly through the 2003 model year
to meet new surges rules.
One dark piece of random data about the 6.0-liter V8 was
that it was worked by Overall Authority. Section recently introduced a
Worldwide manufactured diesel V8 in its 1983 Super Commitment pickup trucks.
Regardless, by 2003, it had moved from denoting these engines as
"Internationals" to using the Section Power Stroke name. You could
moreover buy a cutting edge type of the 6.0 from Overall called the VT365.
Worldwide tuned its VT365 for steadfastness to the detriment
of power. In any case, to match Dodge and Chevy's diesels, Portage turned up
the engine's outcome to 325 drive and 570 lb-ft. Some case this is the
groundwork of the 6.0's interests. However, the VT365 had a great deal of
issues of its own.
The VT365 (and the 6.0-liter Section Power Stroke) struggled
with oil-movement issues. Debris or separating disgraceful O-rings can demolish
both of its oil siphons (both a low and high-pressure unit). In addition, when
the tricky high-pressure siphon breakdowns, it consequently can wreck expensive
What are the most clearly dreadful 6.0-liter Portage Power Stroke issues?
Oil conveyance issues, failures in the EGR cooler and valve,
wear on the turbocharger, and malfunctions in the fuel injector regulator
module (FICM) are among the problems that currently plague standard 6.0-liter
Power Phase motors. Coolant and oil can similarly contaminate each other in
view of a rare example of expected issues.
Picking and Utilizing Motor Oil Coolers
Preceding We Start
For the motivations behind this article, we will zero in on
plate-type oil cooler housing , for example, the Setrab Star Line. Oil-to-water heat
exchangers and cooled-tube coolers operate slightly differently. Since we don't
offer both of those sorts, we will venture to overlook them.
Likewise, to stay away from unrelated things correlations,
if it's not too much trouble, recall that all attestations infer "any
remaining factors being equivalent." Concurred, you can change one more
piece of the situation to find the solution you need. Like a track test or dyno
run, changing only each calculate turn makes the impact of that change much
Beginning with the Graph
Setrab USA has gone to the difficulty of giving us an
extremely helpful oil cooler application diagram (PDF design) that gives us a
beginning stage without doing math. The diagram covers motor oil coolers,
transmission coolers, and even power controlling and valve spring coolers. Note
that the graph is organized by part number, not by application. Peruse the
outline a little and you'll see that most applications are recorded under more
than one cooler size.
Oil Stream Limitation and Cooling Execution: Dependable guidelines
In the rundown over,
the main clear clash we need to grapple with is in plate length. Longer plates
cool better (great), however to the detriment of stream (terrible). Luckily,
the last point in the rundown above proposes a decent workaround: To regain
some of the lost flow, we can select a cooler that is shorter and simply add
more rows to regain some of the lost cooling. Far superior, adding more lines
all the while further develops stream considerably further.
We should accept a model from the Setrab application diagram
and do a tiny bit of math. Let's assume we have a superior exhibition motor
putting out around 325 HP. The outline proposes something like three prospects:
Series 9 with 20 lines, Series 6 with 25 columns, or Series 1 with 50 columns.
The cooling performance of all three of these coolers is comparable because
their effective cooling area is approximately 75 square inches.
Yet, the Series 9 will have the most stream limitation
(longest columns x least lines), and the Series 1 will have the least
limitation (briefest columns x most lines). Incidentally, the 25-column Series
6 will have about a portion of the tension drop of the 20-line Series 9, and
the 50-column Series 1 will have approximately 1/tenth the strain drop of the
Utilizing genuine numbers, with a 10 GPM stream rate for instance
(normal for a motor running 6000 - 8000 RPM), the 20-line Series 9 will present
a 5 psi pressure drop from bay to outlet. ( Note that a solitary 90 degree
fitting in your oil line could cause more limitation than that.) The 25-line
Series 6 will cause a 2.6 psi drop. The Series 1 will show under a 1 psi
pressure drop. The stream limitation from the Series 1 choice may not actually
register on your oil pressure measure.