I have a 05 f-250 with a 6.0 turbo diesel. The problemis when I first start the truck misses and will not move under it own power. After running for a few minute it runs fine with no lost of power. A napa dealer think it`s the injector leaking. Anybody else with tis problem...

It could be the cat too

Have same problem will not run good till normal operating temp. Took cat off and still the same

netjesent, see if this link offers any help:

https://www.askmehelpdesk.com/cars-t...ml#post1415281

Be sure to change all fuel filters. Synthetic HDDO definitely helps performance in winter.

These motors are very cold natured, it will have to warm up or it will not even get out of it's own way.

Poleman; Check vacuum tube to MAP / Turbo. Also Primrose Diesel C-Tain Boost (Dallas, Tx)

I have a 2003 F550 ford diesel and while going up a hill it started to loose power. Now it will barley start. I have changed the primary fuel filter and the secondary fuel filter and took a pressure reading at the secondary filter of about 50 psi

LonnieMarquardt, see if the link below helps:

https://www.askmehelpdesk.com/cars-t...ml#post1415281

Same problem... and my check engine light just came on... got to be injectors, unfortunately not very mechanically inclined

Check for codes - sounds like the injector control module

6.0 Power Stroke

The 7.3 L (444 CID) Power Stroke was replaced by the 6.0 L (365 CID) midway through the 2003 model year. The 6.0L Power Stroke was used in Ford Super Duty trucks until the 2008 model year but lasted until 2009 in Ford Econoline vans. The early 6.0 L Power Stroke engines have proven to be unreliable,[1] and speculated to have cost Ford hundreds of millions of dollars in warranty repairs. They led to many recalls and the repurchase of at least 500 trucks. The initial quality challenges had mostly been rectified by Ford and Navistar by model year 2006 with most of the changes coming in MY2005. The reliability of the later 6.0 L engines has been excellent. The 2006 model year 6.0L engines had the lowest rate of warranty claims across the board for Ford Motor Company when compared to all of Ford's gas and diesel engines.[citation needed] This is mostly due to both design changes made to the engine itself and the better training of dealership technicians. Some of the minor problems encountered were the unreliable variable-vane turbocharger solenoid, EGR valve carbon deposit clogging or sticking, defective Exhaust Back Pressure (EBP) sensor/connector, numerous PCM (Powetrain Control Module) recalibrations, fuel injector harness chafing/crushing and other driveability and QC issues. The major problem with the 6.0L was the torque-to-yield head bolts, and poor head gasket design, both leading to a blown head gasket, and eventually a cracked cylinder head.

The EGR valve carbon deposit issue in the 6.0 L has proved common enough to merit some special attention. When the valve clogs, it requires replacement, which has often been done under the powertrain warranty. However, it has been discovered that extended idle times are the cause of the carbon buildup, as diesel engines have low combustion efficiency at idle speeds. Ford has since resolved the issue via updated programming for the powertrain control module.

The engine has a 3.74 in (95 mm) bore and 4.13 in (104.9 mm) stroke creating a displacement of 365 cu in (6 L) or 5954 cc. It utilizes a variable geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb·ft (773 N·m) with an 18:1 compression ratio, with fuel cutoff at 4200 rpm, but having a redline of 4500 rpm only attainable with aftermarket performance programming.