What Is The Cost To Clean A Turbo On A 2006 F350

Applicable to 2003 – 2007 6.0 Powerstroke

Below are the instructions for removing and cleaning the turbocharger on a six.0 Powerstroke. If this looks to be too daunting of a task, a 6.0 Powerstroke turbo replacement might be the all-time route to take. For that option, cheque out our Powerstroke operation turbochargers or our Powerstroke stock turbochargers.

A Bad Reputation

The Powerstroke half dozen.0L has a history of mechanical bug including issues with the head gasket and oil coolers. Yet, the most typical trouble is a sticking unison ring on the Garret turbo.  This article volition explain how to eliminate the sticking by cleaning it.

The Office of the VGT

The 6.0 Powerstroke has a unique variable geometry turbocharger (or VGT). The VGT is unique technology because the effective aspect ratio of the turbocharger is altered as driving atmospheric condition change. For example, the best aspect ratio at low speeds is dissimilar than that at loftier speeds. Therefore, irresolute the aspect ratio keeps the turbo operating at meridian levels. One of the moving parts in the VGT is chosen the "unison ring" and the most typical problem is with the unison ring sticking.

The Unison Ring

The unison ring is controlled past a valve that moves based on signals from the solenoid in the PCM (Powertrain Control Module). The aforementioned valve is connected to the unison ring and the unison ring is connected to the vanes of the turbocharger. These vanes are what open or shut based on how much boost is needed. The PCM "tells" the vanes how much to open or shut.

What Goes Wrong and Why

The element of the turbo that commonly fails is the unison ring. It oftentimes sticks due to the manner information technology sits on the center housing. The original design of the turbocharger in the 2003 and early 2004 models are more than prone to sticking.

Knowing there was a trouble, Ford then made changes to the pattern of the center department in mid-2004. Where the unison band sits, the redesigned center department has a askew border where the older designs are apartment. The inner ring is generally where the sticking occurs due to the tight tolerances. With these tight tolerances, when carbon and rust build up, it causes the rings to seize.

Symptoms of a Stuck Unison Band

Depending on where the unison band sticks, you could have different signs that something is wrong.

The ring is stuck airtight:

• Quick low-stop boost
• Lack of power at cruise
• High RPM

The ring is stuck open:

• Difficulty reaching high RPM

The ring is stuck in the middle:

• Loss of power but non as noticeable
• Lack of response only non as noticeable

Another problem with the unison ring is the keyway slot in the ring tin article of clothing in the location where the valve arm comes in contact with the unison ring. This contact causes it to become likewise large. One other problem is the unison ring could be cracked. Ordinarily, this only happens when someone tries to pry off the band from the center housing.

Originally the recommendation from Ford to fix the issue of the sticking unison ring was to replace the 6.0 turbocharger. While this is ultimately the best solution, you tin also improve performance by cleaning the turbocharger.

The first affair to practice is to become a new vi.0L Powerstroke unison band. You lot might also need a new VGT (variable geometry turbocharger) solenoid. If your VGT solenoid fails, y'all'll come across the aforementioned symptoms as if the unison ring is stuck.

VGT Solenoid Troubleshooting

Before you supersede the unison band, starting time cheque if it is a problem with the VGT solenoid. If the VGT solenoid is bad, that could also make the unison band stick. If the problem with the sticking unison ring is caused past an electrical issue with the VGT solenoid, this volition be shown in the DTC (Diagnostic Trouble Codes) pointing you in that direction.

If it'southward a mechanical failure of the solenoid (and non electric like above) there won't exist a code to bespeak that trouble. However, the VGT solenoid is hands replaced with a new i without even having to remove the turbo so you could endeavor that gear up before moving onto the more than difficult chore of cleaning or replacing the turbo. The VGT solenoid, as well as the other turbo parts mentioned in this article are all available in our 6.0 Powerstroke turbo rebuild kit.

Removing the Turbo on a 6.0 Powerstroke

Before yous can clean the Powerstroke turbo, you need to remove it from the vehicle. This is not the simplest thing to practise but here are the steps.

• Find the radiator petcock and drain the coolant. Dispose of the coolant properly.
• Locate the degas bottle and remove the two bolts and two hoses at the superlative and the bottom.
• Unplug the air filter restriction filter equally well every bit the mass air flow sensor
• Locate the FICM and remove the intake tube mounting nuts. Also, loosen the two hose clamps for the worm gear. They are located on the intake tubes, one on the inlet of the turbo, one is merely after the PCV vent.
• Remove the front part of the intake hose associates from the air filter. Remove the air filter and front air intake. Remove the intake hose assembly which is attached to the turbo. Be enlightened that the PCV vent hose turns and locks in place.
• Remove both charged air libation tubes. Make sure you pay close attention to the exact location of the clamps and so they tin afterward be reinstalled in the same position. Brand a reference line to refer to when it is put dorsum together. While y'all're in this surface area, examine the elbow that comes out of the turbo. With age, these tend to crack or separate.
• Disconnect the VGT solenoid. NOTE: the VGT connectors pause very easily. Carefully release the connector with a pick. You'll notice that at that place is a metal bail clip that holds the wire to the turbo oil feed on top. Unbolt and remove the turbo oil feed on tiptop.
• Loosen and remove the exhaust clamp from the downward-pipe. Loosen the up-pipe exhaust clamp. You may demand to loosen these with a apartment head screwdriver because they tend to stick.
• Remove the three bolts that concord downwards the turbo. Ii are horizontal and you tin accomplish those with a wrench from the front. I is vertical and y'all'll discover that behind the down-piping.
• Using a prybar, gently pry upwards betwixt the pedestal and the turbo to release it from the upwardly-piping manifold assembly and the oil drain tube.

Cleaning the Turbo on a 6.0 Powerstroke

• Loosen and remove the nut from the housing flange V-band clench to the turbine housing.

• Position the clamp so that it is off the turbine housing and onto the bearing housing in a way that the flange/groove between the two sections is visible.

• Apply a penetrating lubricant such as WD-40 or Lead Blaster to the turbine housing groove. Let that sit for several minutes earlier moving on.

• Identify the turbocharger on a workbench positioned in a manner that the turbine housing outlet is face downwardly on the workbench and the compressor inlet is pointing up.

• Tilt the turbo to one side and gently tap the turbine housing with a dead blow hammer (not an fe hammer, it will harm the housing). Repeat this until you meet a gap grade betwixt the turbine housing and the flange while rotating the turbo a footling at a time working a complete 360 degrees around the housing. If the housing does not separate, echo once again increasing the force of the hammer taps.

• Eventually, the gap will open broad plenty that y'all can fit in a prybar or a large flathead screwdriver and advisedly work around the housing until the two halve split all the way. Piece of work the groove open evenly a trivial at a fourth dimension making sure that the turbine housing avoids contacting the turbine wheel every bit it is disassembled. This process takes patience. Separating the housing from the flange is a deadening and methodical procedure. You might endeavor applying more penetrating fluid and stepping away for a while to let the parts soak.

• Once the housing finally separates, brand sure the turbine outlet is confront down on the workbench so the unison band and VG vanes stay put.

• With the halves separated, test that the VG is working properly by turning the unison ring.

• Make a reference line on the unison ring with a scribe where the alignment dowel fits into the turbine housing. Yous'll need this line to make sure you lot reinstall it in the correct position during reassembly.

• Remove the unison ring and the individual VG vanes. Place the vanes in a container filled with penetrating lubricant. Permit this soak for several minutes to loosen heavy deposits.

• Make clean the unison ring and the turbine housing using 3Ms Roloc (also chosen Scotch-Brite) surface conditioning discs fastened to a pneumatic die grinder. You may need to trim these down to i inch in diameter to be able to clean the surface around the VG vane pins.

• Make clean the unison ring thoroughly likewise equally any surfaces that may interfere with the unison band including the bearing housing side, all contact surfaces for the VG vanes, the VG vane pins and whatever buildup on the turbine housing and begetting housing surfaces. Anything that might interfere with the functioning of the VGT needs to be cleaned thoroughly.

• Make clean the individual VG vanes by paw using a Roloc disc. Practise Not employ harsh abrasives, sandpaper or power tools. Also, make clean deposits from the pinholes with a copper or brass wire brush.

• When the surfaces have all been cleaned, reinstall the VG vanes and unison band. At this point check for proper actuation and clearance. You want to verify that the unison ring moves freely around the turbine bike and the flange on the begetting housing. If there is whatsoever interference, you will need to make clean these again.

• Take apart the turbine housing and clean it, the unison ring and the VG vanes with brake cleaner or a similar solvent. Remove whatever droppings that accumulated while it was being cleaned.

• Clean the bearing housing side with compressed air (not a solvent).

• Lightly glaze the post-obit parts with loftier-temperature anti-seize.
  • Unison ring contact surfaces
  • VG vane slots too as where the slots contact the bearing housing.
  • Contact surfaces between the VG vanes and the turbine housing
  • VG vane pinholes
  • VG vane pins
  • Surfaces between the outer flange of the turbine housing and bearing
  • VG command arm pin

• Assemble the VG vanes and the unison band in the correct position based on the reference line you made before. You lot want to bike the vanes through the fully open and fully closed position several times. After that, remove any extra anti-seize.

• Slide the V-ring clamp of the turbine housing over the begetting housing flange.

• Reinstall the turbine housing to the bearing housing. The turbine housing should be face downwards then that the unison ring and the VG vanes do non autumn out. You should also align the alignment pivot located on the bearing housing into the notch in the turbine housing. Besides, ensure that the VG actuator pin ins inserted correctly into the unison ring slot.

• Conform the turbocharger so the groove in-between the bearing and turbine housings is roughly the same on all sides. With a dead blow hammer, lightly tap effectually the entire circumference of the begetting housing to seat the housing. After you lot tap it a few times the turbine/compressor wheel should spin freely. If non, attempt to even out the groove. The housing should be seated evenly or information technology will bind.

• Continue tapping a little flake harder each time until the housing is seated. Call up to continue to bank check for binding as yous proceed.

• When the groove has closed, install the Five-band clamp around the flange. Position information technology in the exact location where you lot made the reference line earlier in footstep #6 under the heading "Removing the Turbo on a vi.0 Powerstroke". Torque the turbine to 160 inch-pounds, loosen and re-torque to fifty inch-pounds. Tap the perimeter of the turbine housing several times to verify that there is no binding. Then torque the clamp to 150 inch-pounds. Exercise one final cheque to make sure it is not binding.

• Reinstall the VGT solenoid. Torque the bracket retaining commodities to 15 and 18 ft-pounds

• Reinstall the turbocharger and examination the VGT function.

If you have any trouble, it may be all-time to contact a qualified mechanic. Or, consider purchasing a brand new Powerstroke performance turbocharger or Powerstroke stock turbocharger.

Source: https://prosourcediesel.com/blog/how-to/how-to-clean-a-turbo-on-a-6-0-powerstroke/

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