Forced induction probably dates back further than you would think. A patent was issued in 1905 for the application of an exhaust-driven compressor to force air down the throat of an internal combustion engine. Interestingly enough, two decades prior, a patent was issued for forced induction by means of a gear-driven pump—or what some could call rudimentary supercharger. Despite the early discovery of a compressed mode of air delivery, it would take another two decades for the technology to actually start doing anything noteworthy.

The aviation industry first discovered that turbocharging could simulate sea-level pressure at altitude. This tricked the engine into thinking it was sucking in a healthy charge of 14.7psi of atmosphere, rather than the thin, ambient air. Once this technology seeped down into the automotive industry, well, we’ve all seen the wonderful things forced induction can do.

Looking back however, it’s very odd that nobody ever thought to pack every single pickup truck ever produced with a turbocharger. From fuel savings and highly-efficient operation to enough power to literally blow the heads off, there’s almost no reason NOT to want to have a forced-induction pickup truck.

Turbocharged engines are not without their inherent faults, however, and the fundamental differences in operational theory are worth noting when considering the transition into something with a forced-induction engine. The same holds true for diesel engines; they are much different than their gas-burning counterparts and a fundamental understanding of these differences is critical to engine selection. This issue becomes especially complex when you put a turbocharger on an oil-burner. You NEED to read the following if you’re looking for your first diesel!

23 6.5L Duramax Main Web Cracking

via mondello.com

This is the 6.5-liter Duramax, a legendary motor in its own respects but not without a particular set of inherent design flaws that have been known to ravage the 6.5-liter blocks since they hit the lineup. One of these “quirks” is severe enough to gain its own notoriety in the diesel community. Owners have been taught (the hard way) that main web cracking around the crank journals (just below the piston sleeve) equates to a problem that doesn’t just “go away” when you turn the radio up. It’s actually one of the more severe problems plaguing the 6.5-liter Duramax; although a “fix” is known and available, the last thing you want to walk into is someone else’s problem motor given that motor is probably the only reason the truck is worth anything.

22 6.2L Diesel Was Never Meant To Be A Champion

via dieselplace.com

The 6.2-liter diesel was produced from 1982 up until the early 90s for GM pickups in half-ton, three-quarter-ton, and one-ton applications; in both two and four-wheel-drive configurations. In many ways, the motor was a superstar. It was designed primarily to produce a fuel-efficient alternative for the contemporary, gas-guzzling big and small blocks running with their non-oil burning counterparts. With that being said, the 6.2L nailed the bullseye; this new engine afforded full-size pickup trucks fuel economy ratings in the mid-20s. Still, though, it’s an early design that was meant for the utmost economy. If you want to do anything “fun” in your diesel, look for something that wasn’t supposed to be bare-bones in the 80s.

21 6.6L Duramax Ignition, Fuel and Electrical Issues

via trucktrend.com

The 6.6L Duramax has been around since the early 2000s and has been a reliable and resilient compression-igniter for many, many owners ever since. Very many people out there have a strong affinity for the 6.6L. Others, however, have a very opposite sentiment regarding the turbo-diesel. It is true, every Duramax successor is built upon the previous platform’s technology, providing the end user with the “latest and greatest” Duramax technology. Of the most common problems to plague the 6.6L, fuel-starvation issues relating to dirty injectors (along with ignition problems) cause simple maintenance and repair to be very burdensome. Proper routine maintenance, however, is a coveted and religious ritual for reliable diesel owners—run from anything without immaculate service history.

20 6.6L Duramax Common Water Pump Failure Under 100,000 Miles

via coolertowing.com

Unfortunately, water pump failures on the 6.6-liter Duramax are more common than other diesel engines. As disheartening as it may be, 6.6L owners should know that it is not unlikely for a water pump to be on the near horizon with trucks in the 80,000 to 100,000-mile range when running the original pump. This is compounded by an issue of overheating in the 6.6L that was already affecting a number of operators well before the 100,000-mile marker. If that’s not enough hassle for you, the front-engine area is also an electrical badland for harness chafing, which can cause a number of issues that’ll make your 6.6L feel like a sinking ship if you plan on “riding” out your problems.

19 6.6L Duramax Injector Failure

via oasis-dl.co

Also common to the 6.6-liter Duramax are a set of injector problems not associated with electrical chafing at all. It’s as if the 6.6L can’t get itself into enough trouble. Injector failure just further complicates a fuel starvation epidemic with the 6.6L. Possible causes of a lean-condition frequently include air in the lines and air in the filtration system, as well as the mechanical failure set of injectors in bad cases. Fuel problems will set the computer into a “limp mode” in order to protect the engine; the operator will have just enough power to pull off to the side of the road and figure out his life. Often times, cycling the key will clear “temporary” limp mode engagements as a temporary fix.

18 6.6L Duramax Head Gaskets

via trucktrend.com

Duramax owners, don’t think you’re getting out of heavy-line engine repair so easily. The 6.6-liter Duramax has been known to be susceptible to head gasket failure around the 100,000 to 150,000-mile marker, causing as much internal grief for the owner as the motor produces for itself. When these trucks do fail at the head gasket—unlike typical head gasket failures—these Duramax diesels will not smoke out the exhaust (or dump coolant into the cylinders). However, the heads do lift a little during the compression stroke (allowing layers of the head gasket to allow blow-by), thereby pressurizing the cooling system. If you squeeze the top radiator hose when the engine is running (or right after you shut it off), it should be flexible. Head gasket issues allowing blowby will be indicated by a rock-solid radiator hose.

17 6.6L Duramax And The Allison Transmission

via investinholland.com

The legendary Allison-equipped Duramax diesels were a highly sought after engine-transmission combinations in Chevy and GMC pickup trucks for just about all the years they were produced together. When bolted behind the LB7 block, the Allison transmission performs like a superstar. The transmission is, however, susceptible to slippage due to its highly protective nature. These transmissions will dump torque and go into limp mode if they sense overpower conditions that could damage their internals. This sensitivity can be annoying for tuned diesels that push higher-than-factory horsepower numbers through the Allison (especially on 2001 to 2004-equipped combinations).

16 6.6L Duramax Glow Plugs

via howdoesacarwork.com

The 6.6-liter Duramax is also known to have a plethora of glow plug issues and almost every time you see engine warning indicators light up your cluster like a Christmas tree, you can halfway assume that a fault in the glow plug is to blame. Over time, the glow plugs will burn out and typically, for the replacement, you can expect to have lots of fun removing them from the soft aluminum heads. If the threads aren’t seized up (lucky you), the tip of the plug is sometimes “bulbed” or enlarged. This will make it very difficult to pull out of the head (not-so-lucky you).

15 Know Before You Go - Service Bulletin 02-06-01 09

via trucktrend.com

This TSB (Technical Service Bulletin) refers to a condition present in GMC LBZ and LLY motors (common in pickups as well as a variety of other medium-duty applications). I’m going to save you all the technical mumbo-jumbo and brief you on the more important issue it sheds light on—understanding the diesel engine. Whatever truck or engine you have (or may be in the process of considering), diesels are a very particular beast and knowledge is power. The whole reason this technical service bulletin was drafted and distributed was to address an erroneous understanding of Duramax operation. Customers in masses were bringing their LBZ and LLY-equipped rigs in for a completely normal “ticking sound” that they mistakenly interpreted as “an engine in distress.” A little bit of internet research could have just as soon uncovered the origin of the mysterious noise and saved a trip to the service drive.

14 Stagnant LF9

via dieselarmy.com

The 5.7-liter Oldsmobile 350cid is one of the worst diesels in history (literally). The OPEC oil embargo of the mid-70s left automakers scrambling to adhere to an increasingly strict set of regulatory measures. The changing economic climate meant that the good-old, fire-breathing, hot-rod days were starting to subside. In the scramble, General Motors did what many automakers did in a crunch—they made something happen. That something, as it would turn out, came in the form of a diesel engine based on a gasoline-burning, 5.7-liter Oldsmobile engine. Introduced in 1978, these motors were briefly installed on pickup trucks and should be avoided unless you are well aware of the LF9 history. Turbo conversion kits are available, but that’s adding a forced-induction system to an engine that wasn’t even designed to be a diesel!

13 6.0L Power Stroke Torque-To-Yield Bolts

via dieselworldmag.com

Torque-To-Yield (TTY) bolts are used to affix the 6.0-liter Power Stoke heads to the block. The design works well enough as it is and no abnormally-high rate of failure has been experienced that can be attributed to the TTY bolts themselves in factory applications. The caveat, however, comes into play as performance modifications increase engine power output beyond factory specifications. Operating the 6.0-liter Power Stroke under “enhanced performance” conditions like this (which is really the only way to run a Power Stroke, to be honest) dramatically increases the likelihood of head gasket failure due to increased cylinder pressures. This is not to say that you cannot run performance gear on your rig, but it pays to be mindful when you do.

12 6.0L Power Stroke EGR Valves And Coolers

via powerstroke.org

Many of the 6.0-liter Power Stroke reliability concerns are caused by faults in the EGR system. As with almost all internal-combustion engines, the EGR system re-introduces exhaust gases back into the engine. Malfunction of the valve itself can be caused by soot buildup that will bind up the valve plunger until it completely ceases to function. Poor fuel quality and excessive idling are major contributing factors in EGR system failures. The EGR cooler is responsible for cooling the exhaust gases before reintroduction into the engine. Rather than clog, the cooler has a tendency to leak coolant into the exhaust. It is recommended to either replace components with aftermarket parts or dump the 2004-2007 setup altogether for the 2003 EGR system.

11 6.0L Power Stroke Oil Cooler Failure

via mishimoto.com

An oil cooler replacement on the 6.0L Power Stroke is not a cheap affair. In fact, it is likely you’ll want to replace your pickup altogether once it fails on you. This design flaw traces itself all the way back to the foundry, as residual sand was left in the castings and can contribute to the clogging of the coolant side of the filter. Check for oil in the coolant (or vice-versa). This problem is compounded by poor oil quality and improper maintenance schedules (as with many diesel-related issues). The only thing you can really do to insulate yourself from risk is to stay on top of the maintenance! (Are you noticing a reoccurring “maintenance” theme starting to form here?)

10 6.0L Power Stroke Turbo Issues

via countryworktrucks.com

The 6.0-liter Power Stroke has turbocharger issues in addition to the catalog of issues experienced by the engine itself. An integral function of the 6.0L’s engine management system is the operation of the VGT (Variable Geometry Turbocharger). This turbocharger unit essentially increases or decreases the volume of the turbo by actuating veins in the turbocharger housing. Although designed to reduce spool times and enhance the turbocharger’s dynamic efficiency, the veins often get clogged during normal operation (more moving parts means more parts to break). The VGT system is an innovative design, but be aware of the inherent weaknesses before diving into a can of worms you aren’t prepared to sort through.

9 6.4L Power Stroke Poor Fuel Economy Issues

via videoblocks.com

The 6.4-liter Power Stroke exhibits impressive performance characteristics but it was also Ford’s first engine to ever feature a diesel particulate filter (DPF). This filter basically blocks exhaust system soot from exiting into the atmosphere (like any of us care). These filters will clog up over time and require cleaning (a notion we’d have laughed at a decade ago). One component of this “cleaning” is known as a regeneration cycle, which basically introduces fuel into the exhaust. The increased exhaust gas temperatures will subsequently burn off the particulate buildup in the filters. This “regeneration” cycle is the culprit for many low fuel economy complaints about the 6.4-liter Power Stroke.

8 6.4L Power Stroke Fuel Dilution Of Engine Oil

via dieselplace.com

When the regeneration process is active, the exhaust stream is injected with raw fuel in a post-injection strategy that delivers the charge late in the exhaust stroke to allow it to exit the cylinder (partly) in its raw form. This post-injection strategy differs from what’s known as the “9th injector” where a standalone fuel injector is dedicated strictly to exhaust stream fuel injection. This exhaust stroke injection coats the cylinder walls with a layer of fuel that leaks down past the rings and finds its way into the crankcase to contaminate the engine oil. Despite all the preventative measures, cylinder washing is an issue many 6.4L Power Stroke owners simply must contend with.

7 6.4L Power Stroke Leaking Radiator

via bustedcar.com

There is a somewhat historic cooling system problem that was addressed by a recall primarily affecting early-production 6.4L engines only, but it is worth noting as it is a design flaw severe enough to incite a recall. The problem area will develop leaks at the end of the radiator. Over time, the tank may have a tendency to work loose at the ends where the cramps hold them together. The newer radiators do not experience the same leakage issue as the previous units, although some owners report cooling system pressure valves failing in spite of everything else. When looking at used 6.4-liter Power Strokes, it is very likely that the updated radiator has already been installed by the dealer recall. (It’s pretty hard to say no to free.)

6 6.4L Power Stroke Fuel-Water Separator Issues

via powerstroke.org

If you haven’t already started to notice, there seems to exist somewhat of a love-hate relationship between the 6.4L and clogged arteries. This issue extends itself to the fuel-water separator as well, with potentially expensive resolutions likely if the issue is not rectified early on. As water collects in the separator, it mixes with fuel and starts to coagulate. This coagulation produces a thick sludge that will cause the drain valve to clog. If this occurs, the fuel water separator will continue to collect water until it overflows, allowing water to overflow into the pressure side. This is very bad for your high-pressure fuel system, and it is advised to frequently drain the fuel-water separator. (Regular maintenance intervals have proven to be sufficient in most cases.)

5 6.4L Power Stroke Front Engine Cover Cavitation

via thedieselstop.com

This one sounds bad, right? Anything that sounds like it eats away at your teeth is probably a bad thing for your oil-burner. Cavitation is the occurrence of vacuum pockets forming and rapidly dissipating along the inner surface of the front engine cover. The dissipating vacuum pockets cause engine coolant to crash against the back of the case to fill the empty void. Although this force is very minor, the repetitive and rapid occurrence of the tiny columns of coolant crashing into the cover will begin to eat away at the surface of the cover over time. This problem is typically alleviated by simply using a supplemental coolant additive and proper preventative maintenance practices.

4 3.5L Ford EcoBoost Oil Cooler Condensation

via mishimoto.com

It must first be stated that there are almost a half million 3.5-liter EcoBoost engines motoring around the grid today. These engines have proven to be reliable pushers (and a highly efficient turbocharged platform, at that). They make 356 horsepower on regular 87-grade gasoline and offer an 11,300lb-towing capacity equivalent to that of the 6.2-liter Super Duty. Although a little bit of condensation in the oil cooler doesn’t sound like a deal-breaker, the 3.5-liter EcoBoost may experience intermittent stumble and misfire conditions under hard acceleration after long highway runs in high humidity. This condition is due to condensation being trapped in the intercooler and requires either intercooler replacement or reposition of the air deflector to alleviate. Look for more information on this in the official service bulletin.