When Did Ford Stop Making The 6.0 Diesel?

Beginning in the second quarter of the 2003 model year, the 7.3 L (444 cu in) Power Stroke was replaced by the 6.0 L (365 cu in). The 6.0L Power Stroke engine was utilized in Ford Super Duty trucks until the 2007 model year, but it lingered until 2009 in Ford Econoline vans (model year 2010) and Ford Excursion SUVs until Ford terminated Excursion manufacture following the 2005 model year. The bore and stroke of the engine are 3.74 in x 4.13 in (95 mm x 105 mm), resulting in a displacement of 5,954 cc (6.0 L; 363.3 cu in). With an 18.0:1 compression ratio and a fuel cutoff at 4,200 rpm, it produces 325 horsepower (242 kW) and 570 lbft (773 Nm) torque with a variable-geometry turbocharger and intercooler. A large number of 6.0 L Power Stroke engines had issues.

What years did Ford make the 6.0 diesel?

The 6.0L Power Stroke V8 was available in the 2003-2007 Ford Super Duty and 2003-2010 Ford E-Series. Prior to this case, some Ford Super Duty owners reported that the 6.0L Power Stroke diesel engine had numerous problems, including faulty head gaskets, turbos, and oil coolers.

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.

Is the 6.0 Powerstroke a good engine?

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 diesel engine did Ford use 1990?

From 1983 until 1994, the International Harvester IDI (Indirect Injection) engine was a four-stroke diesel V8 engine that powered International Harvester school buses, trucks, Ford F-Series pickups, and Ford E-Series vans. The engine was available in two sizes: 420 cubic inches (6.9 L) for Ford trucks from 1983 to 1987, and 444 cubic inches (7.3 L) for Ford trucks from 1988 to 1994 (naturally aspirated) and in 1993 and 1994. (turbocharged).

The IDI engine was superseded by the Navistar T444E engine in 1994, which shared just the displacement of the IDI.

The T444E was the first Ford Power Stroke engine to hit the market.

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.

What is a 7.3 Powerstroke?

The 7.3 L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8 and is the first engine to receive the Power Stroke brand. The Power Stroke/T444E was introduced in 1994 as a replacement for the 7.3 L IDI V8, and it is an entirely new design with just its bore and stroke dimensions in common with its predecessor (resulting in a displacement of 444 cu in (7.3 L)). The Power Stroke was available in three-quarter-ton and bigger variants of the Ford F-Series and Econoline product ranges, just like the IDI diesel.

The 444 cu in. Power Stroke is an electronically controlled, direct injection engine with a bore and stroke of 4.11 in. x 4.18 in. (104.4 mm x 106.2 mm) with a displacement of 444 cu in (7.3 L). It has a compression ratio of 17.5:1 and a dry weight of 920 lb (417 kg). In automatic transmission trucks from the latter years of production, this engine produces up to 250 horsepower (186 kW) and 505 lbft (685 Nm) of torque, and 275 hp (205 kW) and 525 lbft (712 Nm) of torque in manual transmission trucks. The oil pan holds 15 US qt (14 L; 12 imp qt), plus an additional 3 US qt (2.8 L; 2.5 imp qt) in the top end (owing to the HPOP), for a total of 18 US qt (17 L; 15 imp qt) of oil in the engine.

The “single shot” HEUI (hydraulically actuated electronic unit injection) fuel injectors on the 1994.5 to 1996/97 DI Power Stroke were AA code injectors unless they were from California, in which case they were AB code injectors. It used a high-pressure oil pump (HPOP) to generate the required oil pressure for the fuel injectors to fire. The HPOP on this iteration of Power Stroke has a 15° swash plate angle. A two-stage cam-driven fuel pump is used in the 1995-1997 trucks, whereas an electric fuel pump is installed on the frame rail in the 1999-2003 trucks. Due to decreased fuel pressures with the deadhead design, the 1999-2003 trucks also have a deadhead fuel system with a “long lead” injector in cyl. 8. (AE code injector). Split-shot fuel injectors of 120 cc (7.3 cu in) were installed in California vehicles in 1996 and 1997; split-shot injectors were not installed in other trucks until 1999. Single-shot injectors only inject one charge of fuel per cycle, but split-shot injectors release a modest load before the main charge to provide for a more damped start to combustion. By providing a more complete burn, this “pre-injection” helps to lessen the sharp combustion “knock” as well as reducing NOx emissions.

The 94.5-97 engine has a single non-wastegated turbocharger with a turbine housing size of 1.15 A/R. An air-to-air intercooler was added in 1999 to cool the turbocharged air and enhance air density. The new cooler, denser air would boost the engine’s horsepower capability while simultaneously lowering exhaust gas temperatures (EGT). Halfway through the 1999 model year, the turbine housing was altered to a.84 A/R and a wastegate was added. Injectors were increased to 140 cc (8.5 cu in) in the 1999 engine, up from 120 cc (7.3 cu in) in the earlier generation. The HPOP capabilities was boosted with the larger injectors by using a 17° swash plate angle to satisfy the requirements of the new, higher flowing injectors.

The engine used forged connecting rods until early 2002 versions, when powdered metal rods were introduced.

Bore scopes can be used to confirm the changeover between the 01-02 year models and serial numbers. These new connecting rods were adequate in an unaltered engine, but they would become a potentially catastrophic failure point if the engine was tuned beyond 450 horsepower (336 kW). Early models did not employ any type of exhaust aftertreatment, such as a catalytic converter, because pollution regulations for diesel engines were not in place. However, by mid-2002, Ford had begun installing catalytic converters as part of the OEM exhaust as part of the Tier 1-3 criteria.

Who makes the most reliable diesel engine?

The 7.3L Powerstroke is still widely regarded as one of the most dependable diesel engines ever produced. With 500 pound-feet of torque and 235 horsepower, it offers enough power for most purposes. With an air-to-air intercooler, oil-based fuelling, and long-lasting internal hard parts, it was built to last. When properly maintained, the Super Duty from 1999 to 2003 may travel much beyond 500,000 miles. If you’re looking for a secondhand 7.3L Powerstroke, you can get a fair deal on one with 150,000 to 250,000 kilometers.

What is Ford’s best diesel engine?

“The critical factors for any diesel engine surviving forever are robust, iron parts, conservative power, and low engine speed—and if a 7.3L has been carefully maintained its whole life, 400,000 to 500,000 miles is nearly certain.”

What does it cost to BulletProof a 6.0 Powerstroke?

The following are a few of the changes that many consider to be part of bulletproofing the 6.0L Power Stroke:

These are a handful of the 6.0L turbodiesel engine’s most problematic components. These are considered the key “bulletproof” things by some. Some people feel you should do all of the above, while others believe you should simply do a few of them. On the Ford 6.0 diesel, upgrading all five of the above elements might be quite pricey. Is it worthwhile to tackle them all? What enhancements should you forego?

Throughout the article, we’ll go through each of these upgrades and give our opinion on whether or not they’re good upgrades. We also mention a few more minor upgrades towards the end of the article for those who are interested. Let’s get started.

Ford 6.0 Oil Cooler “Bulletproof” Upgrade

The oil cooler on the 6.0 Power Stroke engine has the potential to trigger a series of breakdowns. The stock Ford oil cooler’s coolant tubes may become clogged. This depletes the EGR cooler’s oxygen supply, potentially causing it to overheat and fail. When the EGR cooler fails, coolant may leak into the intake, causing high pressures and lifting of the head. The point is that the Ford 6.0L diesel oil cooler is a major source of failure.

BulletProof Diesel oil cooler systems cost between $2,000 and $2,500. It is not a low-cost update. Regardless of the oil cooler issues, the EGR cooler is a troublesome region. As a result, even if you’re upgrading the 6.0 oil cooler, it’s still a good idea to do the EGR cooler.

Is the Ford 6.0 Oil Cooler Upgrade Worth It?

Unless you plan on keeping the Ford 6.0L for a long time, we recommend skipping the oil cooler addition. The installation can cost anywhere from $700 to $1,000, so the improvement could end up costing more than $3,000 in total. For approximately $300, you can get a factory Ford 6.0 Power Stroke oil cooler. When you consider in labor, you’ll need to replace the factory oil cooler around three times before the indestructible 6.0L oil cooler upgrade is worthwhile. Factory coolers typically last between 60,000 and 100,000 kilometers.

It’s still a fantastic update for added security. Those who intend to maintain their Ford for a long time should think about improving the oil cooler. Otherwise, just use OEM Ford parts to replace it.

L Power Stroke EGR Cooler Mod

The EGR cooler, as mentioned in the previous section, is prone to failure. Some Ford 6.0 diesel owners opt for an EGR deletion kit instead. You can get 6.0 EGR deletion kits for for $100, so it’s a good deal. However, there are various legal reasons why the EGR cooler should not be removed. With an EGR delete, you’ll almost certainly fail an emissions inspection. It will also cause a check engine light to illuminate, which must be removed by a tuner.

The Bulletproof 6.0 Power Stroke EGR cooler is here to help. This EGR modification should last the life of the 6.0 Power Stroke and save you the trouble of dealing with possible emission issues.

Is the 6.0L EGR Cooler Worth It?

Yes, we believe the Bulletproof Diesel EGR cooler modification is well worth the money. If your EGR fails and you require a replacement, we strongly advise you to upgrade. If emissions aren’t an issue, an EGR delete kit is also a viable choice.

PowerStroke 6.0 Water Pump Upgrade

Another typical issue with the Ford 6.0L Power Stroke diesel engine is water pumps. The water pump in the OEM Ford 6.0L has a plastic impeller that is prone to failure. When the coolant pump malfunctions, you’ll likely notice a pool under the truck. If coolant flow is interrupted, the 6.0 will immediately overheat.

BulletProof Diesel’s water pump modifications feature an aluminum impeller. The bearing assembly, seal, and housing are also upgraded. It effectively eliminates all of the locations on the factory 6.0 Power Stroke water pump that are prone to failure.

Should You Upgrade the 6.0 Power Stroke Water Pump?

If your Ford water pump is still working, we recommend skipping this update for the time being. However, if and when the water pump fails, the update is well worth it. $350 gets you the Bulletproof 6.0 Power Stroke water pumps. You should also consider their entire cooling system upgrade, which eliminates all of the 6.0L cooling system’s flaws.

Ford 6.0L FICM Bulletproofing

The Ford 6.0L Power Stroke fuel injectors are controlled by the Fuel Injection Control Module (FICM). The diesel engine will have problems starting or will not start at all if the FICMs are damaged. Rough idle, stuttering, and power loss are also common symptoms.

There are a few different alternatives to choose from. The power supply is frequently the cause of 6.0 FICM failures. Bulletproof and others, on the other hand, provide full upgrades for the FICM. This includes a new Ford OEM logic board and a power supply update.

Is the Ford 6.0L FICM Upgrade Worth It?

The Bulletproof 6.0 FICM option is a toss-up for us. The total cost of the upgrading is roughly $800-1050, so it isn’t cheap. Even the power source costs $500 on its own. The TechSmart FICM power supply with an OEM cover is our recommendation. It’s a much better deal at $230 that won’t break the bank.

Power Stroke “Bulletproof” Head Studs

Here we’re returning to the original topic of oil coolers. The 6.0 headlift isn’t caused by a manufacturing flaw in the head, gaskets, or head studs. Rather, the failure of the oil cooler set off a chain reaction. This causes the OEM 6.0L Power Stroke EGR cooler to fail, causing the head to elevate.

In this case, the head and head studs aren’t the issue. Upgrade to the bulletproof EGR cooler or remove it entirely. Head studs should not be an issue if this is done.

Are 6.0 Head Studs Worth It?

On the 6.0L diesel, skip the ARP head studs. The ARP studs cost roughly $500, but they require a lot of work. If you’re going to spend the money on the parts anyhow, it can’t harm to update to the 6.0 head studs. We’ll avoid this improvement if it’s not necessary.