NO it is internationals issue they put this engine together not ford and i hate ford but i give credit where and when its due. They have the same exact motor in medium duty trucks like thier tow trucks SOME busses, some box trucks etc etc.
1. Thier ficms dont burn. know why? They mount em to the fire wall. no vibration and less heat! that 6.0 im building for a customer his "upgraded bracket" is pretty much the 03/04 early build bracket which sits up higher and comes with a jumper harness for the ficm harness. with a heat shield at the bottom where the ficm sits.
2. Their 6.0s i looked at the valve cover. Some have 240hp some have 375hp. Thats no lie. thier egr coolers are all early build 6.0 style, theyre round less restrictive than late build 6.0s. I havent dug into the turbo or base engine to see any differences.
3. Thier engines still have high pressure oil failures.
4. Thier engines still spit out injectors just like fords.
5. Their engines still blow head gaskets.

Only difference is... thier coolants. Ford gold has silicones in it. Reg. green mixxed with gold literally turns to jelly and will clog oil coolers first, then egr coolers, and then coolant ports in the heads and block. And pop those items in that order. Internationals coolant is different the 4.5 in the lcf we have to order coolant from international... ford gold coolant will fubar the coolant system in a 4.5. THE bottom ends should stock form handle 500hp+

As for the hp rating you may... MAY be confusing those numbers with the 4.5 which is what powers the LCFs (6.0 with 2 cyls chopped off with a mini me version of the 6.4 turbo sitting on top)

i love my 6.0. I stepped out of a 2002 7.3 into a 2005 6.0. Night and day difference. the power difference in phenomenal. I currently run Eric's headgasket safe tunes on my truck with, afe stage 2, and 5" straight pipe. Had the tunes on for about 15,000 miles with no problem. Dont get me wrong i loved my 7.3. Had a dp tuner it just didnt have the power i was wanting. To get any kind of decent power i had to run the 120-140hp tunes and it smoked like a train. so yes i LOVE my 6.0

I have an 05 that has just turned 105000, and still running good. Previous owner had head studs and egr deleted along with some other stuff. All I have added is an SCT, fuel, and oil.

I take that back I did have to put a water pump in at about 103K possibly due to crap (sand leaching from the block) in the coolant.

The gold coolant has silicates yes, but so do a lot of other coolants. That's not really the difference, Ford specs this coolant for the Nitrite (or is it Nitrate) levels. No other coolant meets this spec to my knowledge. Mixing them is bad, yes. Most coolants should never really be mixed together anyways.

As for the FICM's burning, if you've ever taken one apart and inspected the circuit boards under a microscope, you'll see why. Whoever produces these does a crappy job. There is almost NO solder paste on the boards. We couldn't even reflow them, had to add solder to it to get it to work. Easy to fix though.

Bulletproof diesel is coming out with their own adjustable FICM, I've already seen pics of it. It will be adjustable from 48-58V, and has fail-safes built into the circuitry. The housing itself (at least for the prototype I saw) is billet aluminum to help with heat dissipation. D-max has the same issue do they not?

Thats why i dont do the ficm half shells, i replace the whole unit, ford tries to kick back claims had 3 almost get kicked back. Yeah theyre cheaply put together. no argument there.

Ive heard from a buddy of mine a long time ago when he was still in a GM dealer that dmax ficms rarely go bad but he has seen it happen. The dmax is a stouter engine, hes seen them with straight pipes from the turbo back, tuned after market intakes and once in a while an egr cooler would burst. He had 1 he did a complete engine in because like fords, when the egr cooler pops it sends coolant either through the exhaust or through the intake. The one he had torn apart had no cross hatches in any of the bores and the bores looked like dalmations from all the hot spots. No pistons melted. Unlike a 6.4 where theres No piston with the connecting rod and wrist pin left, or 90% of the piston missing. One thing another buddy who works at a dodge dealership told me was the cummins vgt turbos have a port with a pipe plug in em and you run a solution through them to clean the vanes, cummins/holsett/dodge doesnt want techs ripping em apart like we do.

I know a lot of d-max guys relocated their FICM's to get them away from the heat. I haven't really heard of any failures myself, but I don't hang out on the d-max forums either. They have the fuel running through them or something don't they?

Why are you opposed to doing the half shells out of curiosity?

Supposed to take the torx bolts out take the cover off inspect the circuit board for any burns or lose components and replace the circuit board. If the board is burnt or has any diodes or resistors etc any little components soldered in the board cant be replaced and you just replace the ficm as a whole unit.

I prefer to replace the whole unit. ford gives remanned units for ficms fuel injectors turbos and turbo CHRAs. Id rather not have a come back for a crank no start because i put in a circuit board and be back flagged, id rather put the whole remanned ficm in and if its a defective unit write it up as such. Ive had a 05 blow a brand new injector and injector hold down out on cyl 4. Ford has put a thinner crush washer on the bottom of the new injectors (same base number just supercedes up) but because it blew out the injector it also tore the o rings and tore the cup up from the injector bouncing around. Engine hydrolocked 3 miles down the road. Crush washer was non existant, looked like brass buckshot in the cup. Even torqued to specs nothing of my doing. So the new injector i replaced it with after i did the cup, i put the older thicker crush washer on. And it was covered on ESP. needless to say they werent happy...:tu:

i drive one for work every now and then it runs well but then again i dont own it either. On the plus side it does have like 200K on it and running strong but i dont know how many times its been fixed.

Class action started in Canada
 

I am writing to you as I am having a lot of difficulties working with Ford Canada to get resolution in regard to my 2005 Ford F350 truck. This past summer (2011) I had a number of issues with my truck and in the end it broke down completely in August. To fix it, I had to get a completely new $20,000 engine put into it through the Grande Prairie AB Windsor Ford Dealer (see attached document dated August 10th, 2011) which has a two year warranty.

On Sept, 2011, it broke down in Brooks AB and I had it towed to Ford dealership in Brooks AB and they needed to replace the radiator damage that had been caused during the installation of the new motor. I also reported a notable loss of power when trying to pass on the highway. Had a bit of a fight regarding the warranty, but in the end they agreed that it was covered by the Windsor Ford Grand Prairie AB, as it should be. The reason for the loss of engine power was not determined and the dealership at Brooks AB was going to look at it another time.
On January 25th, 2012, it broke down…again…in Brooks AB. I had it towed, again, to Harwood Ford dealership. They said that it was poor fuel and had it tested. The fuel condition was clean and the filter was clean as well. My loss of power from the get go was blamed on the injector not the fuel pump or fuel condition. AGAIN, I am having a fight regarding the warranty, but not with the dealership. The Brooks’s dealership and l agreed that the repairs should be under warranty but we had to argue this with Ford Canada. At my own cost, as a preventative maintenance measure, I got them to clean out the tank and replace the fuel pump even though it wasn’t the reason for the problem. After which, the dealership tested the truck and give me the ok that it was running fine...
On February 10th, 2012, the truck broke down again with the same issues. I again needed to get it towed, this time from Banff to Calgary Crowfoot Ford. I was told it was a fuel pump issue which it cannot be as it is a brand new fuel pump that I had just replaced two weeks previously! The problem we have had is from the original purchase and appears to be defective fuel injectors and Ford Canada will not recognise this issue. Dealership keeps saying injector problem is due to faulty primary fuel pump, which, I repeat, it cannot be since it is brand new. The base problem was never a fuel pump, 28c below or frozen fuel lines. I have ten people willing to testify that the truck was running well and the fuel pump was working. We also have the dealer saying the same thing. However, Middle Management in your office appear to have come to a different conclusion and continue to refuse that repairs should be covered by the warranty.
In the meantime, I have had to rent a car so that I can get to work as we wait for Ford Canada to agree to the coverage. Adding insult to injury, while the truck was parked at the Crowfoot dealership, it got vandalised. Luckily my insurance covered the repairs needed due to the vandalism (except for $250 deductible) but I am still out of pocket and car rental costs are accumulating.
I have been a Ford customer for 20 years and cannot believe the problems I am having with your company. I would appreciate any help that you can provide in this situation as I really don’t want to have to pursue this through legal channels.


Regards

Colin D Gunn

Not much we can offer to help without more info on the truck bud. Start a new thread. Read here: https://www.dieselbombers.com/ford-p...questions.html

Answer some of those questions and then we can help you diagnose it. The only things that really kill injectors are low fuel pressure and poor oil interval changes, and coupled with aftermarket oil filters that use their own cap.

Welcome to DB :c: