6.0 Powerstroke Problems Solved

Due to its design, the adapter can’t be removed without first pulling the oil pan—and the engine has to be removed from the truck in order to pull the pan.At some point, every 7.3L ever produced will experience an oil leak from the dipstick adapter.With just four fasteners employed per cylinder (with sharing), a relatively small bolt diameter and being of a torque-to-yield design, the factory head bolts don’t stand a chance in the 6.0L Power Stroke.Under the excessive cylinder pressure the 6.0L can create, the TTY bolts stretch, a head gasket blows and you find coolant residue on the degas bottle.Void of the exhaust-side complexities present in VGTs, the mechanical functionality of a fixed geometry turbo is much simpler and—in most cases—a lot cheaper to overhaul or replace.

Some issues surface within a few thousand miles while others don’t show up for years, but no car, truck or SUV is perfect.The factory New Process Gear NP261XHD and NP263XHD transfer cases offered in four-wheel drive ’01-’07 Chevy and GMC trucks make use of a gear pump within the transfer case, which forces oil to the planetary.Because the pump is driven off of the main shaft, the pump’s housing floats within the rear section of the transfer case by design.All of the above can render the moveable parts required to function inoperable, which leads to poor drivability, excessive smoke and forces the issue of cleaning or replacing the turbocharger.Any VGT-equipped engine is susceptible to this type of failure, but in the diesel pickup realm it’s highly common on ’03-’07 6.0L Power Strokes and ’07.5-newer 6.7L Cummins mills, while still being fairly prevalent on ’04.5-newer Duramax applications.While variable geometry turbochargers provide instant response at virtually any engine speed and can double as exhaust brakes, their moving parts are prone to failure.Due to being present in the exhaust side of the turbo, the vanes, unison rings and/or actuators are constantly exposed to soot, carbon and grime buildup, not to mention rust.To make the installation of the billet pump gear housing as seamless as possible, Merchant includes a tube of RTV silicone, blue threadlock and the transfer-case-to-transmission adapter gasket you need to perform the job.The kit shown in the previous image showcases Merchant’s basic pump upgrade kit (less the fluid pictured), which retails for just and is intended for the proactive truck owner looking to address the pump rub issue before it becomes a major (and fairly expensive) problem.This means no puddle under the truck, no hint that something might be wrong. To prevent the pump gear housing from digging into the transfer case, Merchant Automotive machines its own T-6061 billet-aluminum pump gear housing, which makes use of vastly larger indexing tabs.The bigger indexing tabs distribute the load applied to the transfer case much more evenly.

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