This information is for the 95% of 6.0 truck owners that just use their trucks for trucks. The major question is: how awful are the 6.0 Powerstrokes? To tell you the truth, the answer is no. They’re a great-running motor that can be made to last if properly maintained.
What’s so bad about the 6.0 Powerstroke?
If you’re a diesel enthusiast like myself, you’re probably aware that most people will avoid purchasing a Ford Superduty Diesel truck from the 2003 to 2007 model years. The 6.0L Powerstroke is notorious for its issues. The majority of these issues stem from manufacturing design. The 6.0’s frequent troubles are largely due to the new EGR emissions technology, which was designed to meet emissions rules at the time. Because head studs provide insufficient gripping force, blown head gaskets are common. HPOP failure, injector stiction, FICM failure, and clogged oil coolers are some of the other 6.0L Powerstroke issues. Fortunately, once these issues are resolved, the trucks become far more dependable. Some of these issues are avoidable. However, if you stick to a tight 6.0L Powerstroke Service Schedule, you can substantially limit the number of issues you have.
What percentage of Ford 6.0 diesel have problems?
Fortunately, by 2020, 99 percent of the 6.0L’s issues have been thoroughly recorded by mechanics and remedied by the booming aftermarket in the diesel industry.
Is the 6.0 Powerstroke a reliable engine?
In terms of reliability and durability, the 6.0L Power Stroke has a bad reputation. EGR-related difficulties, such as broken EGR coolers and failed EGR valves, are at the top of the list of issues. The exhaust gas recirculation (EGR) system is the root of the 6.0L Power Stroke’s problems. Temperature variations have a tendency to break aluminum tubing that go to the oil cooler. Due to the mixing with oil, these cracks frequently result in oil making its way into the cooling system and generating high-viscosity coolant. This causes the coolant tubes in the EGR cooler to fracture, allowing coolant to seep into the intake system. This is frequently visible as white smoke coming out of the exhaust pipe. With addition, the EGR valve is frequently coated in soot and stuck in the open or closed position. Long engine runs at idle or low speeds are the most common cause of clogged EGR valves.
Due to a build-up of steam in the intake, the coolant in the intake increases cylinder pressure, stretching the Torque to Yield (TTY) head bolts. That is the cause of the 6.0L’s second most prevalent issue: head gasket failures. 4 torque to yield head bolts per cylinder is simply insufficient to prevent blown head gaskets in the engine. Although there are numerous aftermarket methods for replacing factory bolts with head studs, studs increase the danger of cylinder head cracks or deformation.
There are a few more well-known issues on the list: injection system issues such as bad injectors, air leaks, O-rings on stand pipes, ICP and IPR sensor failures, and FICM failures; HPOP’s issues; HPOP’s problems; HPOP’s problems; HPOP’s problems; HPOP’s problems; HPOP’s problems; HPOP’s problems; HPOP’s problems; HPOP’s problems; HPOP’s problems; HP The VGT turbocharger has been known to stick open or close, and the cylinder heads have been known to shatter.
The 7.3L’s reliability isn’t what you’d expect from a 6.0 Power Stroke engine, but horsepower, drivability, and compliance with current emissions regulations are.
What powerstroke to avoid?
The 6.0L Powerstroke is a well-known engine. Because of the engine’s poor performance, Ford and Powerstroke’s parent company, Navistar, were involved in a lengthy court dispute. Ford said Navistar produced a faulty engine. Ford has ignored unsatisfactory test results for the 6.0L Powerstroke, which could have prevented post-production issues, according to evidence.
As the Powerstroke suffered catastrophic failures, expensive engine replacement warranty claims flooded in. The cab of the vehicle had to be removed for the majority of these repairs. Because to this engine, many owners have lost faith in the brand. A series of recalls affecting this notoriously problematic truck are listed by Consumer Reports.
Is 6.0 or 7.3 Powerstroke better?
Was the 7.3L engine genuinely superior? Sure. That assertion, however, is very dependent on what you’re basing your judgment on. The 7.3L is the clear winner in terms of dependability, durability, and simplicity. The 6.0L has it beat when it comes to horsepower, drivability, and passing modern-day emissions rules.
In the end, both engines have advantages and disadvantages. It’s up to you to figure out which one checks the most boxes in the categories that matter to you.
How much does it cost to BulletProof a 6.0 diesel?
Finally, in an attempt to burn water, cylinder head pressures rise. The cylinder heads float, destroying the head gasket.
Why the “Bulletproofing 6.0” confusion
Forums on the internet provided “Bulletproof” has taken on a life of its own. Intelligence asserts the internet forum intelligencia “There are several “bulletproof” definitions, but they are all different. (We avoid using the terms “bulletproof” or “bulletproofed” in our marketing because of the confusion.)
Bulletproof To qualify as a Bulletproofed 6.0, Diesel’s newest criteria is to replace four out of five of the following…
We recommend the Bulletproof Diesel Stage 1 new Ford oil cooler and Bulletproof EGR cooler.
However, that definition of Bulletproofed, in our judgment, feels more like marketing than sound counsel. (So we can choose a $300 water pump over $3500 head studs and it’ll still be “Bulletproofed?”)
Almost 1000 6.0 Ford diesels have been owned and sold by us. Here’s our recommendation based on our years of experience: Get the Bulletproof EGR cooler and Ford oil cooler. This is why.
Bulletproof Oil Cooler is a ton of money.
Bulletproof Diesel is adamant about their oil cooler. They claim it decreases temperatures and prevents the EGR cooler and injectors from failing prematurely. And they are correct. However, such advantages cost roughly $3000-$3500 to install!
What is needed to BulletProof a 6.0 Powerstroke?
BulletProof Diesel defines a 6.0L Power Stroke as “bulletproofed” when at least four of the five major problem areas have been solved. Oil cooler, EGR cooler, head studs, fuel injection control module (FICM), and water pump are the five sections.
How hot is too hot for 6.0 Power Stroke?
Over 220°F is far too hot for continuous service; something is most certainly wrong when temperatures are consistently this high. Never cook at temperatures above 250°F for longer than 30 minutes.
What Power Stroke engine is the best?
“The critical factors for any diesel engine surviving forever are robust, iron parts, conservative power, and low engine speedand if a 7.3L has been carefully maintained its whole life, 400,000 to 500,000 miles is nearly certain.”