Where is egr cooler 6.0 powerstroke

Next, put that heater core in an enclosed box that has to endure not only the high temperatures, but also psi of exhaust backpressure that is built before the turbo between it and the exhaust manifold.

Even though the cooler is made out of materials that are meant for higher temperatures, it is not a matter of if, but when your cooler will fail. Best case scenario is that the cooler just leaks a little coolant into the exhaust system and it passes out the exhaust and you just notice some coolant loss. Worst case scenario, exhaust pressure is able to enter a break in the cooler and enter the coolant system which only runs at 12 or so psi max.

The high pressure will ruin head gaskets and oil coolers. Also, the coolant system cannot keep the truck cool with that much pressure in the system. This is why you will hear about or may have experienced coolant puking out of the filler cap on the degas bottle after pulling a load up a long hill. The cap is made to bleed off pressure above psi. The increased coolant temp and extra pressure being pushed in from the exhaust will push coolant right out the cap.

We have a truck in the shop right now with a blown egr cooler and head gasket. The pressure in the coolant system had gotten so high that it blew one of the hoses right off the coolant bottle. This truck was a bone stock work truck. This blown cooler problem only gets worse when you put a programmer on the truck that raises exhaust gas temperatures several hundred degrees. If you put your programmer on the highest setting, hook to a heavy trailer, and then go tugging up a long grade, I suggest you put your mechanic on speed dial.

You will need his services soon. As if that all isn't bad enough, the egr cooler will break down the Gold coolant that is installed in the truck from the factory.

The high exhaust temperatures in the egr cooler will cause some elements of the coolant to drop out and turn into a sludge material that will cause all sorts of problems in the coolant system. The sludge will start clogging up the oil cooler and will restrict flow through it.

The next place the coolant heads after the oil cooler is the egr cooler. As the oil cooler becomes more and more restricted, the less flow through the egr cooler there is. This why you sometimes hear about people blowing egr coolers one after another in very short periods of time.

The mechanic replaced the cooler but did not check the oil cooler to make sure it wasn't clogged. We suggest changing the oil cooler when doing an egr cooler replacement if your vehicle has over K miles. The test is to monitor oil temperature and coolant temperature with a scan tool. The two temperatures should never be more than 15 degrees apart under extended full load conditions.

The other problem with the system is that the egr valve constantly gets coked up with exhaust soot. The dirty exhaust gas passing by it deposits soot on the valve surfaces.

Exhaust gas is constantly pouring into the intake manifold now. This condition causes severe drivability issues, poor fuel economy, and low power. If you have owned a 6. What can we do to fix this problem? There are a couple of fixes to this problem. The first and most obvious is to simply remove or delete the cooler. Unfortunately, that would be against the law.

We do sell an 6. Even if the cooler will never pop with the better unit in there, you would still be getting exhaust gas into the intake system. If you have ever torn down a 6. Letting dirty exhaust gas into the intake manifold is just a bad idea the whole way around. Is there anything I can do to prolong my egr cooler life if I want to leave it in? First off, the lower you can keep your exhaust gas temperatures the better. Installing a high flow exhaust will help lower your egts considerably.

Navistar and Ford attempted to correct the sticking EGR valve issue on the 6. When the EGR valve seizes at or near the open position, the 6. When the EGR valve sticks at or near the closed position, a scan tool will pull up a P code. The general consensus in many 6. In fact, many EGR valves begin to stick within 20, miles. Roughly percent of all EGR cooler failures are the result of a plugged oil cooler starving them of coolant, hence the reason we spotlighted the oil cooler as the 6.

With a lack of coolant supply making it to the EGR cooler, its ability to drop the temperature of the exhaust gases that need to reenter the intake tract is reduced significantly. When enough heat builds in the EGR cooler this is what you get: a ruptured internal core. Over time, an insurmountable amount of carbon deposits accumulate internally, hampering exhaust flow.

Even without coolant supply being restricted or cut off due to a bad oil cooler, the 6. Here, you can see where coolant leaves the oil cooler and also where it enters the EGR cooler.

Without a doubt, the antifreeze in the 6. Being in constant indirect contact with 1,plus degree exhaust gases via the EGR cooler takes its toll, and the coolant begins to break down in a fairly short amount of time. This breakdown often contributes to the plugged oil cooler scenario we discussed in Part 1 , where gel-like debris becomes lodged in the narrow passageways of that heat exchanger.

Ford recommends flushing the 6. Being that EGR brings so much exhaust back into the engine, it stands to reason that a higher soot particle count appears in the 6. This is why you should always run a high-quality oil in any emissions-compliant 6. This excessive carbon buildup on the end of an intake air temperature sensor occurred within 20, miles. The same thing happens within the intake manifold and even the cylinder heads, with airflow slowly becoming more and more restricted with time.