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.
Is the Ford 6.0 diesel really that bad?
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 are the common problems with 6.0 Powerstroke?
The Ford Powerstroke 6.0L Engine Has Five Common Issues
- Failure of the head gasket. The torque-to-yield or TTY head studs are the source of the Powerstroke’s head gasket problem.
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.
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.
What is a 6.0 BulletProof?
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 many miles will a Bulletproofed 6.0 last?
The Ford oil cooler will become clogged and eventually fail. However, with correct fluid changes, they will offer you a good 50,000-80,000 miles. A Ford oil cooler costs $300, with labor costing $800 for ten hours. Needless to say, one Bulletproof oil cooler can replace a lot of Ford oil coolers. You’re unlikely to own the truck long enough to be concerned about the next cooler.
Skip the head studs
The purpose of head studs is to increase the clamping force between the head and the block. This upgrade is essential for high-boosted applications. However, we’ve never encountered poor Ford heads as a result of insufficient clamping force in factory settings. It’s almost always the result of a series of failures or partial failures in the EGR.
Bulletproof FICM can be problematic.
Poor solider is used by the OEM Ford FICM. Resistors loosen over time, creating irregular engine behavior. The Bulletproof FICM is a good product, but the increased voltage necessitates the use of a tuner to avoid overvoltage engine codes. We propose a tech smart replacement board unless you’re trying to improve performance. They cost $150.
