2006 F550 Electric Viscous Fan Clutch No More Overheating

Rolling IIIIIIIIIs.

To update this conversation, the new fan clutch did make a difference and the engine generally runs cooler but on miles long hills, it still begins to overheat.  I will be installing a Mishimoto 185 degree thermostat to get the radiator started on cooling 7 degrees earlier. Opinions say it may or may not help. Next, my wallet is taking one for the team on this, I'm swapping out the new fan clutch for the severe duty snowplow fan clutch which engages harder all the time driving more air through the condensor, trans cooler, power steering cooler, intercooler, and finally the radiator. The other biggie is a new AFE 3 core radiator with about 20% more coolant capacity. The cores are 2.25" wide, whereas the Mishimoto is 2 1" core, 1.88" wide. Lastly, I'm going to reroute my IPR water filter return line from under the degass bottle, to how several other filter vendors do their return line. They route the return to a TEE splitting into the hose going between the top of the radiator, and the degas bottle barb fittings. The current setup returns coolant to the engine side of the coolant system. The change will circulate coolant into the radiator side of the coolant system. This way will increase coolant flow through the radiator bypassing the thermostat.  That will increase my cooling by a yet to be determined amount. While disposing of excess heat from this engine has been an issue of concern, I think the new parts will easily resolve any remaining issues.  The end goal is to be able to drive up a miles long hill with the TC and who knows if I'll get a cargo trailer at some point for longer duration trips. We shall see how this plays out when all the new parts and modifications are completed.  I'll tell you though, this truck drives like a dream, though there has been debate over the 6 liter and reliability,  keep in mind, there has been a Lot of research done by many very capable mechanical enthusiasts and they have figured the problems out creating a lot of products that do wonders to make this a highly desirable engine. It's going to cost far less to turn this into a great and reliable truck than to buy new or newer. Plus, no DEF or regen to mess with. It's the last of the straight forward diesels. 

just drive her like a normal person and you should be good.  can't see much more than normal age stuff.  there are lots of 6.0's with 500K miles on them if you take care of them. 

For Jeff’s sake I hope so too. Odds are though, it’s the tip of the iceberg. 
Hard to put faith in the arguably most maligned light duty diesel of this century. 
I only say arguably as its predecessor is definitely in the running for the bottom spot as well.  When 2 separate, completely different engine families only make it a a collective 8 years, when the roi should be 15-20 or more years,  before the mfg pulls the plug and literally goes back to the drawing board, it should be like reading a “do not swim here - alligators in pond” sign. 
Hell, Ford began developing the 6.7 Scorpion in 2006, a year before the 6.0 went away. And the 6.0 was so bad they couldn’t wait it out a few years because even the blinded by blue Koolaid customers would have dipped out. That’s why they had to get a stop gap engine (the 6.4) so they could at least appear like they’d done something good.   Hoping to not have too many problems the first year or 2, to get them by. 

I remember working up on the North Slope 11-12 years ago  As  one may know, oilfield trucks and equipment are almost exclusively diesel powered.  Not just for power and long engine life but for safety reasons.  Diesel isn’t flammable  

Anywho, in 2013, most of the companies on the Slope were babying and milking along pre tier IV emissions light diesel trucks because idling 2-3000 hrs a year was not compatible with early tier iv AT ALL. And much better but not great with the newer tier iv with better technology, DEF, SCR etc.

I was at one of our subcontractors shops in Deadhorse and they had a mix of all the big 3 pickups.  Hundreds of them.  They were probably 50% 6.0 diesel Fords, 40% Duramax (LB7 to LBZ) and 10% Dodge.  No Cummins because Dodge didn’t make a full crew cab until the 06 Mega and only 2 years of that before tier iv went into effect.  And couldn’t be had with a long box.  Why Dodge never made a crew cab pickup from 1994 thru 2009 is baffling.  Anyway….

These trucks racked up the hours.  Not the miles.  A 20,000 hour pickup truck might have 10k miles on it  and 3 wore out seats  

Their light duty shop had 2 rows of engines near a wall.  Probably 30-40 engines iirc.  They were ALL 6.0 Flowerjokes.  One row was blown engines  one was new engines. 
Next to those rows sat I think 3 duramax engines and 0 Cummins (but to be fair they didn’t have many of those trucks  and the ones they had were duallys with service boxes. In fact all their light service trucks were Cummins trucks because they rarely transported more than 1-2 people (mechanics).  

I wish I could say I made this stuff up.  First time I drove a 03 6.0no I was blown away by the power and sound….and the intercooler boot coming off twice in the first week  and the EGR issues and the vgt issues (Ford was first with vgt I’ll credit)  and a year later I got a V10 with less power and no problems.  Because as a company we **bleep** canned ALL the 6.0s in about a year after buying them.

Best of luck!!

Glad you are getting on top of the issues with the beast!  I was beginning to worry that it fell into  a sink hole.  Jim.😂