If you do have a 6.0, get a SCT tuner with custom tunes. Some of the sellers have custom tunes that can be used with stock head studs. Otherwise, plan on dropping the cash for new head studs, EGR delete, and coolant filter. THe 6.0 is a good engine when a little money is put into it.
08 F250 V10 FX4 4x4 Airaid Intake, 5 Star Tuned!Fab Four Full Replacement Bumper, RC 4.5", 37x13.50 Toyo MT's pulling Dutchmen Classic 300
Unlike a gas motor a diesel has a large amount of available hp/tq that can be created by simply adding fuel and upgrading the intake and exhaust flows. If you go far beyond the stock ratings though you have to be ready to pay to play.
Using the tow tune on most programmers is a safe zone. Having a method of monitoring EGT's is a good idea on any diesel, tuned or not. High EGT's are the death of any diesel. Many of the tuner companies require a waiver to unlock the top level.
Emessions equipment on newer trucks are a big limiter on power and mileage. DPF delete's would be great but they're being cracked down on huge. Don't know much about urea and what can be done there.
Rick, put the BS flag down. If you spend a little time poking around the 'Super Duty 6.0 Forum' and you'll see plenty of examples. A 6.0L Ford will pull approx 225-250 hp at the wheels on a dyno. That is the result of the newer dealership 'scans' potentially reducing factory hp numbers. Adding 200hp is no big deal PROVIDED the head bolts have been replaced with STUDS to keep turbo boost from lifting the heads. The TorqShift transmission is quite capable of handling the additional power without grenading. That is well documented. The Ford 6.0L develops tons of torque at higher rpm's(2000-vs-1400)in a Cummins. Low end(rpm)torque is what will rip the guts out of any tranny. Personally, I keep my engine stock since I've never run out of skinny pedal when needed tugging BigMutha. Adding a custom power tune and chip on a stock engine is asking for trouble. Bullet proofing can provide very satisfying results.
Mike
* This post was
edited 11/10/11 09:26am by rattleNsmoke *
2010 Cedar Creek 34SATS (The Beast) & 20k Curt Q20 roller slider hitch
2006 Ford F350 SRW,SC Powerstroke diesel Lariat 2003 Harley Heritage Softail (Hogzilla) and a wifey with tons of patience....
So guys, what is a good reading for the EFT while crusing at oh say 65 or 70 on the open road and NOT towing anything. My Edge EFT is all over the board
500 to 1200 and everything in between. Just installed it yesterday so dont have any experience with it.
If so, generally speaking, keep it under 1400*F pre-turbo (sustained), or 1500*F for brief periods (seconds, not minutes). At least that's the numbers for Cummins engines. If you have a 6.0L PSD Ford, you might want to ask that question on a Ford specific forum.
It also matters where you are taking the reading - pre or post turbo. Post turbo numbers are typically ~300*F cooler on average.
2010 Cougar 322QBS 5er
2007 Dodge 3500 SRW Megacab, 4x4, 5.9L Cummins, 3.73, 48RE auto HYPERTECH MAX ENERGY or DIABLO PREDATOR tuning MBRP 4" Turbo back Scangauge2 for Boost, Coolant temp, Rail press & Trans Temp
Torklift Stable Loads
ib516 wrote: Do you mean EGT (Exhaust Gas Temperature)?
If so, generally speaking, keep it under 1400*F pre-turbo (sustained), or 1500*F for brief periods (seconds, not minutes). At least that's the numbers for Cummins engines. If you have a 6.0L PSD Ford, you might want to ask that question on a Ford specific forum.
It also matters where you are taking the reading - pre or post turbo. Post turbo numbers are typically ~300*F cooler on average.
Also matters where you tap it on the EM on a Cummins. 4-6 is the correct location.
ib516 wrote: Do you mean EGT (Exhaust Gas Temperature)?
If so, generally speaking, keep it under 1400*F pre-turbo (sustained), or 1500*F for brief periods (seconds, not minutes). At least that's the numbers for Cummins engines. If you have a 6.0L PSD Ford, you might want to ask that question on a Ford specific forum.
It also matters where you are taking the reading - pre or post turbo. Post turbo numbers are typically ~300*F cooler on average.
This has me slightly confused I know the op is talking about 5.9 or a 6.0 for a 2006, so is the Max sustained EGTs 1500 for the current model diesels when towing steep grades?
08 Dodge Mega Cab DRW,6spd auto, Exhaust break, 8'bed conversion (Best mistake I've made)
35' Teton Home Experience 3 slides, its not a trailer its a home
5500 watt generator
and a beautiful Co-piolet
IMO a tuner is the best single investment you can make for power improvements. Others help but are costly and may require a shop/mechanic for installation.
Get gauges before. Watch your EGT's - they can do damage to pistons.
You might visit the DieselStop.com site and ask around for suggestions.
I was born in Great Falls, Mt. My parents moved when I was 5. I found them when I was 10 - they were in California.
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If you spend a little time poking around the 'Super Duty 6.0 Forum' and you'll see plenty of examples. A 6.0L Ford will pull approx 225-250 hp at the wheels on a dyno. That is the result of the newer dealership 'scans' potentially reducing factory hp numbers. Adding 200hp is no big deal PROVIDED the head bolts have been replaced with STUDS to keep turbo boost from lifting the heads. The TorqShift transmission is quite capable of handling the additional power without grenading. That is well documented. The Ford 6.0L develops tons of torque at higher rpm's(2000-vs-1400)in a Cummins. Low end(rpm)torque is what will rip the guts out of any tranny. Personally, I keep my engine stock since I've never run out of skinny pedal when needed tugging BigMutha. Adding a custom power tune and chip on a stock engine is asking for trouble. Bullet proofing can provide very satisfying results. (134 x 100).jpg)
