Most dampers contain some kind of rubber, which works well enough except that it can deteriorate over time. The damper is designed to absorb these vibrations. The crank flexes and rebounds, setting up a torsional harmonic vibration. When the engine fires, the connecting rod slams the crankshaft, actually twisting it slightly before it spins. It might seem that a damper would be an optional part considering the stout nature of a diesel crankshaft, but in fact, the crank, journal and bearings would not last long without one. The harmonic damper attaches to the end of the crankshaft and balances out torque spikes created whenever a cylinder fires. When the front of the engine was still accessible, the team at Banks Powerhouse replaced the stock harmonic damper with a Fluidampr. In short, the new heads really do flow better, and that gain shows up at light throttle in lower RPM ranges, and sticks around all the way up to 3.750 RPM. It was not possible to accurately dyno the newly rebuilt engine in the lower RPM register because of the automatic transmission, but the dyno curves shown, if extended through the lower RPM levels, suggest that bigger gains would have been documented at lower RPM. They were encouraged to see that the ported heads contributed to power gains that exceeded the best results ever documented for a Big Hoss Bundle. Banks also has a long history of dyno-testing 6.0 Power Stroke powertrains with Big-Hoss Bundle upgrades, before and after, so they know what that combination of parts is capable of doing. Power Stroke baseline data is used for comparison. However, Banks has extensive baseline data on the vehicle, all compiled when developing parts, so that the 6.0. Unfortunately, because the 6.0 was barely running when it came to Banks for repair, this particular F-350 Super Duty dually was too weak to dyno test. We can’t prove it, but there may be more. This supports the conclusion that the porting resulted in about a 5-percent power gain over what could be expected in a truck with the same equipment, but without the head work. The addition of the Big-Hoss Bundle accounts for much of the horsepower gain, but these gains exceed what could be expected after installing the Bundle alone. Our 6.0 Power Stroke, reinstalled in an ‘03 F-350, went on the chassis dyno and gained 154 hp over stock at 3,600 RPM, and 257 lb-ft over stock at 2,600 RPM. Let’s cut to the chase: It looks like the head work principally the porting we showed in Part 3 of this series – actually made a significant, measurable difference. Generally, when there was a problem, the heads were replaced rather than upgraded, because no one really knew how much improvement was to be had through porting. Many mechanics consider the heads to be problematic, with a tendency to warp, and without a lot of performance headroom. Outside of the engine, the stock harmonic damper was replaced with a Fluidampr, the stock torque converter was replaced with a Banks Billet torque converter, and a Banks Big-Hoss Bundle was installed.Īs far as we know, not a lot of 6.0 Power Stroke head work had been done prior to this project. The techs at Banks replaced the head gaskets, ported the cylinder heads installed ARP studs to replace the factory bolts, did a three-angle valve job, installed new factory rocker arms and injectors, and cleaned up the turbo and EGR system before reinstalling the engine. The goal all along with this project was to repair a 6.0L Power Stroke with top-end damage so that it would become reliable, run clean and produce more power than stock. We also get to see how it all works on the dyno. This month, we install equipment that will help the rebuilt engine to work better, last longer and make more power. After reassembly, the manifold, EGR cooler, turbo, oil and fuel filters, went on, and we began the long process of making connections to remate the body and the chassis. In prior episodes, we installed rebuilt, ported heads using AMP studs and a new gasket set, replacing valvetrain Components as necessary. The owner chose to rebuild the engine, and make upgrades in the process, since the truck’s cabin and chassis were in fine condition. 4 cylinder rocker arm accounted for the ugly miss in the engine, and after testing, six of eight injectors proved to be out of spec. The owner brought it to Banks Power in Azusa, California, where the Banks Powerhouse shop performed a teardown and evaluation prior to making recommendations. This 6.0L V-8 came from an ‘03 F-350 that was running rough under all conditions. The final chapter in the 6.0L re-build series, part five includes Fluidampr, billet torque converter, intercooler and tuner.
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