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You may have heard of a turbocharger, but have you heard of a VGT? The letters in question stand for “Variable Geometry Turbocharger” and it is essentially a turbocharger that varies its output based on conditions like air pressure, and the speed a vehicle is traveling. The difference comes from the 6.0 Powerstroke turbo vanes which control the flow of exhaust onto the turbine’s blades and are in turn moved by the 6.0 Powerstroke unison ring and controlled by the 6.0 VGT solenoid. If the vanes are close to the “closed” position then the airflow onto the blades becomes pressurized and faster. The opposite effect happens when the vanes are “open”. +Read more
The Ford 6.0 VGT solenoid can also be a point of failure for the system, but a failed solenoid is easy to spot. It will cause the vanes to become stuck in the “open” position, which slows the gas entering the turbo itself. Luckily, the VGT solenoid is a fairly cheap part and not difficult to replace, so you’re in luck if that’s the cause of the turbo issues in your 6.0 Powerstroke.
Then there is the 6.0 unison ring, which is a common cause of issues with the Ford 6.0 Powerstroke’s turbocharger. The part is prone to both rust and soot buildup, and usually triggers an “under boost” code when it binds. Dealing with a bound Ford 6.0 unison ring is quite straightforward, the part is replaced and the rest of the turbo is cleaned.
The Powerstroke VGT vanes can also become stuck in some circumstances, which can put a strain on the entire system. As mentioned, a faulty solenoid tends to cause the vanes to stick in the “open” position. Although a problem with the vanes can cause them to stick anywhere, jamming and not fully open suggests the problem may be with the vanes. Excessive idling can cause a carbon build-up, and in this case, the vanes will just need to be cleaned. But damage to the vanes, or corrosion, can also cause them to become stuck and will require replacement.
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