Keeping Your Cool With The Ford 6.0L/7.3L Powerstroke - Engine Builder Magazine

Keeping Your Cool With The Ford 6.0L/7.3L Powerstroke

I often wonder why so many owners aren’t more concerned with the condition of the coolant in their engines. I don’t know if it is the price of the coolant that tends to scare them away or what. Most mid-size truck diesel engines take approximately six gallons of coolant to fill the system. That would be three gallons of concentrate mixed with three gallons of water.

In actuality, the biggest reason for neglect is probably that owners simply don’t understand how important it is to periodically check the coolant’s condition. The condition of the coolant means everything to engine longevity. It is not just a cure of freeze protection but also the chemical properties used in protecting diesel engines. Diesel engines often suffer from cavitation, caused by the extreme pressures encountered in the combustion cycle of the engine.

The diesel combustion cycle creates distortion. On the intake stroke, air is introduced into the cylinder. The intake valve closes and the piston starts traveling up the bore compressing the air that was just ingested. Right before the piston reaches TDC (top dead center), diesel fuel is injected into the cylinder. Then a massive explosion happens and starts forcing the piston down in the bore. This massive explosion causes what is called a “jarring effect,” which can’t be seen by the human eye but actually happens.

This “jarring effect” is found mostly in wet liner engines, those diesel engines that have replaceable cylinder liners. When the explosion occurs, the liner distorts and rocks inside the block, actually moves away from the engine block ingesting a small amount of air into the cooling system. This small amount of air makes tiny bubbles that form around the cylinder’s liner and these tiny bubbles can then attack the cylinder liner with a force sometimes as much as 60,000 psi.

This amount of pressure from the bubbles actually pings the liner and starts shearing away the liner microscopically. After a period of time, this shearing will cause small pin holes to appear in the liner which eventually make their way through to the cylinder bore.

When this happens, coolant will start to enter the cylinder bore and eventually the oil pan. The customer will complain of losing coolant while the oil level is rising. While it may sound hard to believe,  this problem has been around for years. Luckily, there is a solution – supplemental coolant additives or SCAs.

The SCA will not stop the formation of bubbles, but will provide a protective barrier between the liner and the cavitation-causing bubbles. SCAs generally form a barrier with the use of nitrite, the level of which needs to be monitored in the cooling system on a regular basis. As the cavitation bubbles ping against the liner, they remove the layer of nitrite rather than the liner itself. The layer of nitrite is then replenished by the SCA. So it is a regenerative cycle, but can be depleted quickly.

In order to combat cavitation problems, some vehicle manufacturers install coolant system filters, which not only filter the coolant but have nitrite in the filter media. By servicing the coolant filter at certain intervals, the nitrite in the system should always be constant. When running a coolant filter, the use of an SCA is not necessary. This would only increase the concentration of nitrite causing other problems.

The ideal amount of nitrite in a diesel cooling system (big diesel engines like over the road trucks and heavy equipment as well as mid-size truck diesel engines) is around 800 ppm (parts per million). If levels drop below this the protection of the cylinder liners is compromised. However, if using a little is good doesn’t mean that a lot is better. If the concentration of nitrite is greater than 800 ppm, other things are compromised. Sometimes greater concentrations of nitrite cause the O-rings used to seal the liners to deteriorate.  

Most truck repair facilities monitor the nitrite level to ensure reliability of the coolant system and the effects it may have for future repairs. Test strips that tell the condition of coolant along with the level of nitrite are available at most auto parts stores or truck repair facilities.

Technological advances in the automotive industry have extended to antifreeze as well. I am sure you have heard of Extended Life Coolants. These types of coolant are made up of different compounds other than glycol, along with different protection additives from those found in regular green antifreeze. That is why most extended life coolants are dyed colors such as red, gold and pink. The chemical properties that make up these coolants help combat the cavitation bubbles in a different way – the compounds take the place of nitrite and offer the same protection, so with an extended life coolant, there is no need for a test strip test on the coolant’s condition. The nitrite protection should remain until the coolant needs to be changed.

The Powerstroke engines, along with other mid-size diesel trucks, have what is known as dry liners. These liners are a part of the cylinder block like a gasoline engine. But that doesn’t mean that problems are not present. Cavitation can occur anywhere in a diesel engine due to the violent explosion of combustion. It is always okay to perform periodic checks to the nitrite level along with the condition of the antifreeze. The best thing to do is service according to the manufacturers recommendation.

For diesel trucks using green antifreeze the recommendation of coolant service is usually around 2 years or 30,000 miles. For diesel engines running extended life coolant, service is around 5 years or 100,000 miles. To be on the safe side, periodically check the antifreeze every 6 months.

One crucial often overlooked part of the coolant system is the radiator cap. The radiator cap on the Powerstroke engine is rated at 16 psi. This is both for the 7.3L and 6.0L versions. When performing a periodic inspection, make sure the radiator cap is up to par. Have the cap tested to make sure that the coolant system is maintaining the correct pressure. The cap is what maintains the coolant systems pressure to prevent boil over.

There are several ways to test the antifreeze in your diesel vehicle. One is with a conventional hydrometer coolant tester that can be purchased at your local parts store. This is basically a plastic tube with colored discs inside along with a squeeze bulb on top and a siphon hose at the bottom. The coolant can be drawn into the test tube created by suction from the bulb. The object is to see how many discs will float once the coolant is drawn into the tube. This is a measurement of specific gravity of the antifreeze. The degree of freeze protection is determined by how many discs float in the concentration of antifreeze.

A low-tech device, the only variable in testing antifreeze this way is that the hydrometer can be temperature sensitive. A difference of up to 10 degrees F can be seen if the antifreeze being tested is hot or cold. So test the antifreeze of the cooling system of your vehicle as close to the same temperature every time.

Another device for testing the antifreeze is more complex. The refractometer actually measures the way light bends as it travels through an object, which in this case is antifreeze. This device is often preferred because it is known to be more accurate – but it can change with temperature just like the hydrometer, so readings could be different depending on the temperature of the antifreeze.

One complaint about the hydrometer is that if the coolant being tested has some oil content in it, this can coat the discs inside, causing an incorrect reading. Once the oil has coated the discs, the hydrometer may read other cooling systems wrong. With the refractometer, the glass is wiped clean with each sample and will be more accurate. Keep in mind though, that the refractometer is a bit more expensive. A good hydrometer will cost around $20 – a refractometer can cost as much as $200.

Remind your customer that the cost to maintain their cooling system is cheap compared to the price for you to work on their engine. They may not pay attention to mileage but money can be a different story.Tiny air bubbles can attack a cylinder liner with a force as much as 60,000 psi.

You May Also Like

Going the Extra Mile with Cylinder Head Porting

It’s not just the port work alone that creates spectacular cylinder head performance. The most critical areas of a cylinder head are those which pass the most air at the highest speed and for the longest duration. Your bowl area, the valve job, the throat diameter, and combustion chamber are all crucial parts. 

Every engine builder is after the ultimate in performance gains. When it comes to cylinder head performance, we’re all trying to maximize airflow to create more power. In order to accomplish that, builders have to know what to manipulate in order to make improvements. Those improvements to airflow quality and quantity come from porting and removing areas of restriction.

Tight Tolerances and Building Power

As you ascend Mt. Everest, you reach an area called the death zone. Once you climb high enough, the margin of error becomes perilously thin. That death zone also applies to engines. As the horsepower per cubic inch and rpm increase, the margin of error decreases. 

CNC Update: Features and Automation

Precision is key when it comes to automotive parts; the complex designs of connecting rods, pistons and rings, blocks, cylinder heads, and other parts require super tight tolerances that are getting more and more difficult to be met by hand or with other machining processes outside of CNC.

All Things Media Blasting

Engine building is a segment of the automotive industry that has always been ahead of the curve in media blasting, and no matter the engine shop, cleaning equipment is a common bond.

Engine & Hub Dynos: Necessary Tools and Additional Revenue

Being able to see the horsepower and the direct correlation to what is lost in the driveline is invaluable – dynos offer a myriad of benefits for the modern engine shop.

Other Posts

November 2022 Shop Solutions

November tricks and tips for the shop!

Shop Solutions October 2022

When machining on the CNC mill, it’s necessary to blow the flood coolant and chips off the parts for inspection. I tried a tool holder mounted fan, but it wouldn’t get all the chips and coolant out of the deeper areas.

Could Engine Oil Soon Contain No Oil?

The trend towards ever thinner engine oils is an effort to reduce fuel consumption and emissions. How far can it go?

Building Big Block Marine Engines

Find out what it takes to build a formidable marine engine.

Marine Engines