The same problem happens with the dummy plugs. When it is cool and the oil is thick, the engine will crank up and start and run normally, but when you shut it down to run into a store or something, and come back out 10 or 20 minutes later and try and start it, the truck will just crank and crank until the batteries die or the starter burns out. The tricky thing is that they tend to only do this when the engine is hot because the oil is thin. The problem is that the seals can’t always handle the high pressures in the system, and they tend to either twist or tear and allow the high pressure oil to bleed off into the crankcase. The stand pipes themselves are not the problem, but the O-rings that seal them are. The standpipes are what takes the high pressure oil from the branch tubes to the high pressure oil rails in the cylinder heads. This is another part that was changed in 05, so I will keep the discussion to the 05-07 engines. Next in line is the stand pipes and dummy plugs. The 03-04 style is different, with a special fitting that a braided stainless steel soft line attaches to that feeds the oil to the oil rail. The oil flows up through the center of the stand pipe and out through the cross drilled holes at the other end into the oil rail. The threaded end at the other end is what threads into the oil rail to seal it to the rail and apply a press fit to the tapered end where it meets the branch tube. The flared, tapered end attaches to the branch tubes under the HPOP. This is the dummy plug (on top) and stand pipe (on bottom). The original STC fitting is 2-pieces and prone to failure, the updated one is 1-piece.
6.0 POWERSTROKE OIL IN COOLANT RESERVOIR UPDATE
This is the factory Ford snap-to-connect (STC) update kit. Just make sure that it is either a stealership or an independent shop that has lots of experience working on the Ford 6.0 liter diesels. You can buy the kit at your local “stealer”-ship or at an aftermarket supplier and either do it yourself, or have a shop do it. To correct this problem, Ford came out with an STC update kit that includes a new 1-piece STC fitting to alleviate the failures caused by the 2-piece fitting. When this happens, the high pressure oil is able to simply bleed off into the crankcase, so the injectors never see it, and this leads to a crank-no-start problem. The constant high pressures it sees coupled with the constant vibration of the running engine means that it has a nasty habit of failing and allowing the 2-halves of the STC fitting to separate. The problem is at the o-ring in the middle of the 2 pieces. One side threads into the back of the HPOP, facing the rear of the engine, the other side gets bolted to a block-shaped flange that the branch tubes tie into. From the factory, the STC fitting was 2-pieces that snapped together with an o-ring and metal flange. Next comes the Snap-To-Connect (STC) fitting, probably the most trouble prone piece in the system. The outer 2 holes are for the bolts that attach it to the branch tubes under the HPOP. The threaded end goes into the back of the HPOP, oil flows through the center of it, and out through the center hole of the block portion. 05-07 engines don’t seem to have this problem.
6.0 POWERSTROKE OIL IN COOLANT RESERVOIR INSTALL
There really is no fix for the consumer other than to go to the aftermarket, where there are some all metal HPOP’s you can install to remedy this problem. The HPOP on the 03-04 engines used some plastic parts on the inside that were prone to breaking apart and trashing the pump itself, and all the various other parts in the system. In 05, International went through and redesigned many parts of the 6.0 to try and take care of all the problem spots found on the 03-04 engines, and they sort of succeeded. The first thing in the oil system I want to talk about is the High Pressure Oil Pump (HPOP), and this is confined to the 03-04 model years. There are many different points of failure in the system that can lead to either crank-no-start issues or hot-start issues, and I will attempt to work through them all in this write-up, as well as some fixes for them. There is one subsystem in the engine that causes more headaches for owners than either the head gaskets or EGR coolers the High Pressure Oil System. 1 Navistar (parent company of International) cut corners wherever they could to save money and 2 proper maintenance is not performed, either privately by the customers, or by poorly trained technicians.
The main cause of both of these issues are a combination of 2 things. Though not necessarily catastrophic, both of these issues are a big pain in the ass and cost the owners tons of money and down time. When talking about the Ford 6.0, the big issue that people have with them is the fact that the head gaskets love to blow out, and the EGR cooler loves to blow, causing plumes of white smoke to billow out of the exhaust like you’re fogging for mosquitos. Snyder is back with more tips & tricks to help keep a Ford 6.0 liter going strong! Be sure & check out Part I as well!
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