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If your 6.0L Power Stroke runs oil hotter than coolant at steady highway speed, the EOT vs ECT delta is the first test to run. EOT is engine oil temperature. ECT is engine coolant temperature. On a warm truck at steady cruise with no trailer, a consistent gap of about 15°F or more, with the oil hotter, points to a restricted engine oil cooler. That number is a starting point, not a verdict. Sensor error, a weak thermostat, a worn fan clutch, and dirty coolant can all change the reading. Run the test the same way every time, rule out the look-alikes, and clean the cooling system before you spend money on a new cooler. This guide covers the 6.0L Power Stroke in 2003 to 2007 Super Duty pickups. It explains why the delta matters on this engine, how to run the test, how to read the result, and what to check before you order parts.

If your 6.0L Power Stroke has a hard cold start, a rough idle, or injector circuit codes, and testing points to the Fuel Injection Control Module (FICM), you have three paths. A new OEM-style module is the simplest match for a stock truck. A remanufactured FICM with documented testing and a written warranty is the best value for most daily drivers and work trucks. An upgraded module only makes sense when your batteries, charging system, harness, and injectors are healthy and the maker's instructions fit your build. Whichever you choose, match the module to your build date before you order. This guide covers the 6.0 Powerstroke FICM on 2003 to 2007 F-250, F-350, F-450, and F-550 Super Duty trucks, 2003 to 2005 Excursions, and 2004 to 2010 E-Series Super Duty vans. Important: Not compatible with 7.3L, 6.4L, or 6.7L Power Stroke engines.

If your 1998.5 to 2002 Ram 2500 or 3500 has a dead pedal, a long crank on a hot restart, or a P0216 code, the VP44 injection pump is the part most owners suspect. Replacing it is a $1,000 or more decision, and the wrong pump or a skipped fuel supply check can put you right back in the same spot. This guide covers how to choose a VP44, confirm it is the real problem, and install it so the new pump lasts.

If your truck keeps throwing DPF, EGR, or DEF faults, you have probably searched for the best diesel delete kit and found a wall of listings that look identical. They are not. A kit built for a 2013-2018 Cummins will not bolt onto a 2020 Power Stroke, and a pickup kit may not fit a Cab & Chassis truck. This guide covers the best diesel delete kits for Ford Power Stroke, Ram Cummins, and Chevy/GMC Duramax trucks. You will see how we judge a kit, which EngineGo kit fits each platform, what the engine needs besides the kit, and what the law says. If you already know your platform, browse diesel delete kits and confirm fitment on the product page. Important: Federal law restricts removing emissions controls on road-certified trucks. Read the Legal Reality section below before you buy.

If you are shopping for a diesel delete tuner, the real question is not whether you need one. It is which one matches your truck. A Power Stroke, a Cummins, and a Duramax each run a different ECM, and a calibration written for one will not work on another. Pick the wrong unit and you pay twice: once for the tuner, and again in downtime. This guide covers the main tuner types, platform compatibility, the features worth paying for, and what each price tier buys you. If you already know your engine, you can browse delete tuners by platform first, then come back here to confirm the details.

If you own a 2017 to 2023 Silverado or Sierra 2500HD/3500HD with the 6.6L L5P Duramax and you are shopping for a delete tuner, you have probably landed on two names: EFILive and HP Tuners. Both are proven. Neither one works on an L5P straight out of the box, and neither one is a delete tune by itself. This guide compares EFILive vs HP Tuners on the L5P, adds a third option built on EZ Lynk, and shows what each setup costs before you order. Federal emissions law applies to all three, so read the Legal Notice below before you buy.