6.0 powerstroke excursion reliability

Car advice put simply.

6.0 PowerStroke years to avoid — most common problems

Make a smart choice by understanding the crucial 6.0 powerstroke years to avoid..

What sets the 6.0 PowerStroke apart from its predecessors is that it can reach its optimum power higher up the rev range. Ford used it for its F-Series from 2003 to 2007.

Most of the 6.0 PowerStroke engine years have a reputation for having reliability issues, and some users may choose to avoid these years. Nonetheless, the 6.0 PowerStroke is remembered for its impact while it reigned. This article explains which 6.0 PowerStroke years to avoid and why.

Why you can trust REREV’s advice on which car model years to avoid: Our car experts look at official data, ask real drivers what they think, and talk to experienced mechanics to make sure our list is useful. This reliable info can make buying a car easier for you. Want to know how we do it? Find out more about our research methodology .

Most common 6.0 PowerStroke problems

Certain problems are common to different engine kinds. Knowing the type of problems your engine is vulnerable to would be handy when drafting the proper preventive maintenance schedule for your truck. Here are the common issues the 6.0 PowerStroke is adept at facing.

FICM failure

The fuel injector control module (FICM) activates the pressure doors, which allow fuel to flow to the cylinders. Excess heat and vibration from the engine can cause the FICM to fail, causing your truck to lose power. It also causes rough idling and affects control and drives. This may lead to low fuel pressure symptoms and improper combustion if not handled properly.

To handle the issue, you can replace the FUCM with aftermarket counterparts. These aftermarket counterparts are better at dispersing heat and are more reliable. Some of them even come with a warranty which allows you to get another replacement should a problem arise.

TTY head studs

Torque-to-yield (TTY) head studs are fasteners that undergo plastic deformation due to being torqued beyond the state of elasticity. Their advantage over bolts lies in their ease of assembly and the accurate torque loading it provides.

However, if you value performance over the advantages the TTY head stud provides, you would be better off without it, as it is a significant cause of head gasket failure when damaged due to cylinder head pressures. The 6.0 PowerStroke TTY head stud gets damaged even by adding a tuner.

Damaged TTY head studs must be replaced, as they can only be used once. Aftermarket head studs fare better than OEM head studs in terms of performance.

Oil cooler issues

The trucks that use the 6.0L PowerStroke need their oil to be cooled more than other trucks. To respond to this issue, Ford included a liquid-on-liquid oil cooler in the 6.0 PowerStroke.

After some time, large particles and debris find their way to the small passages of the oil cooler, clogging it and leading to exhaust gas recirculation (EGR) cooler failure. When addressing this issue, you must refrain from replacing the oil coolers with affordable variants that do not offer much value. To be safe, you should avoid aftermarket parts and get the original equipment manufacturer (OEM) parts.

Turbocharger issues

Ford uses variable geometry turbo (VGT) for the 6.0 PowerStroke. They were effective but had one severe issue – they allowed excessive soot buildup.

The excess soot causes the VGT vanes to stay open, causing an increase in turbo spooling times and stressing the throttle response in the process.

The turbocharger also had a poor oil drain tube which caused most of the turbocharger failures drivers using the 9.0 PowerStroke experienced. The collection of oil in the system due to the poor drain tube resulted in the oil cooking and becoming a nuisance.

EGR valve failure

The exhaust gas recirculation valve controls the flow of exhaust gas being recirculated in the engine. The 6.0 PowerStroke engine is known to develop EGR valve issues primarily due to soot clogging, causing it to fail. Using diesel of poor quality in the engine can also induce EGR valve failure, affecting the performance of your truck.

Frequently cleaning the EGR valve would help mitigate this issue as it discourages soot buildup. If your EGR valve problem is caused by poor fuel or any other severe factor and your mechanic recommends replacing it, endeavor to avoid getting aftermarket EGR valves, as some are more detrimental than beneficial.

Which 6.0 PowerStroke years to avoid?

If you search with the correct information, you can get the right 6.0 PowerStroke which will serve you well, even better than some engines. As such, you need to be aware of the models of which you should steer clear.

The 6.0 PowerStroke engine only lasted five years and was quickly discontinued due to the series of problems it encountered. However, amongst all five models, the worst ones you should avoid at all costs are the 2003 and 2004 models. They had persistent oil subtracting from their value compared to the other models.

The kind of repairs and maintenance the 2003 and 2004 6.0 PowerStrokes required were most disheartening for the average driver’s pocket.

2003 to 2006, 6.0 PowerStroke models had turbo failure, primarily due to the engine’s restrictive oil drain. However, the 2006 model had the issue due to the lack of an internal turbo groove .

Here are some specific years of the 6.0 PowerStroke engine that may be prone to reliability issues:

6.0 PowerStroke (2003-2005 model years)

The 2003 model year of the 6.0 PowerStroke engine was the first year of production, and some users have reported issues with the engine’s reliability.

The 2004 model year of the 6.0 PowerStroke engine saw some improvements over the 2003 model, but some users still reported reliability issues.

The 2005 model year of the 6.0 PowerStroke engine saw further improvements, but some users still reported reliability issues, particularly with the engine’s injectors. Drivers tried to handle the issue on their own by using fuel injector cleaners, but it’s not the best idea with this model since it may develop problems after fuel injection cleaning .

Best 6.0 PowerStroke years

Ford tried its best to fix the 6.0 PowerStroke. Its efforts showed but were not enough to keep the 6.0 PowerStroke afloat or attract drivers to attempt getting it for long-term use.

Some years of the 6.0 PowerStroke engine have a reputation for being more reliable than others. Here are the 6.0 PowerStroke engine years that are generally considered to be more reliable:

• 2006 6.0 PowerStroke
• 2007 6.0 PowerStroke

The 2007 model year of the 6.0 PowerStroke engine was the last year of production and is generally considered the most reliable year of the 6.0 PowerStroke. The 2006 model year is also a better option than the preceding one.

It is worth noting that not all 6.0 PowerStroke engines from these years will necessarily be more reliable, and some users may experience issues with these engines. However, these years are generally considered the most reliable among 6.0 PowerStroke engines.

Is the 6.0 PowerStroke worth buying?

Ultimately, whether or not the 6.0 PowerStroke engine is worth buying will depend on your specific needs and circumstances. If you are considering purchasing a vehicle with a 6.0 PowerStroke engine, it may be worth doing some research and assessing the potential for reliability issues before making a decision. Consider other factors, such as fuel efficiency, towing capacity, and overall performance, to determine if the 6.0 PowerStroke engine is a good fit for you.

If you eventually decide on going on with the purchase, you would be better off with either the 2006 or 2007 model years. These final model years saw several improvements and are generally considered the most reliable among 6.0 PowerStroke engines.

Exploring the world of heavy-duty trucks? Dive into our detailed comparisons and insights on the legendary diesel engines like Ford 7.3L Powerstroke years to avoid , Dodge Cummins years to avoid , and Duramax years to avoid . Each of these engines has carved out its own niche in the trucking world, offering unique benefits to drivers and enthusiasts alike.

Do all 6.0 PowerStrokes need to be bulletproof?

Not all 6.0 PowerStroke engines need bulletproofing (modifications) to function correctly. The need for bulletproofing depends on various factors, including how the engine is used, how well it is maintained, and the specific model year of the engine. Consider consulting with a mechanic or diesel specialist to understand better the engine’s condition and whether bulletproofing is necessary.

What is high mileage for a 6.0 PowerStroke?

The average lifespan of a 6.0 PowerStroke engine is typically around 200,000 to 300,000 miles, depending on various factors such as how the engine is used, how well it is maintained, and the specific model year of the engine. High mileage for the 6.0 PowerStroke is 300,000 miles. The higher the mileage on the engine, the more problems it is prone to develop.

Are 6.0 PowerStrokes reliable?

The 6.0 PowerStroke engine was generally more reliable in the 2006 and 2007 model years, which were the final two years of production. These model years saw many improvements over previous years and are generally considered the most reliable among 6.0 PowerStroke engines.

Which 6.0 PowerStroke models are most unreliable?

The most reported reliability issues with the 6.0 PowerStroke engine were mainly for the 2003 and 2004 model years. These issues can include problems with the engine’s injectors, coolant system, and oiling system. 

What is the biggest problem with the 6.0 PowerStroke?

One of the biggest problems with the 6.0 PowerStroke engine is it’s prone to injector failure. Injector failure is often caused by a combination of factors, such as using low-quality fuel, improper maintenance, and accumulated engine debris. Other problems with the 6.0 PowerStroke engine include issues with the coolant system, oiling system, and EGR valve.

Filip is a lifelong car enthusiast with over 3 years of experience writing about cars and had worked as a mechanic apprentice for over 5 years, gaining hands-on expertise in automotive mechanics. At REREV, he combines his passion for cars with his comprehensive knowledge to provide readers with a unique blend of technical insight and engaging storytelling that sets the bar high for automotive content.

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2003 EXCURSION 6.0 Good or Bad?

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Please help! We just bought an 03 Ford X with a 6.0. This is our first Ford and first diesel. Now we are hearing that we possibly made a mistake. It has 80,000 miles and the history shows the main problem with this rig has been the egt valves. No other major problems. Should we return it? We have a 10 day trial exchange. Do any of you have one? Tell me the good and the bad, Please!  

I don’t have any personal experience with the 6.0 but my buddy had head gasket issues with his. Ford ended up replacing the head bolts with studs. However, it was my understanding that everything was covered under the warranty. If it were me I would at least research the extended 7 year 200,000 mile warranty that is being offered right now. This link will help you in your research about the warranty. http://forums.thedieselstop.com/forums/ubbthreads.php?ubb=showflat&Number=1436211&fpart=1  

Rob- Although I have not owned a 2003 or later Excursion with the 6.0, I have several friends that have. All have gone back to the 7.3 equipped Excursions (2 of the 3 found early '03's with the 7.3). There were a lot of problems with the '03's with 6.0 especially, and some wound up being returned under lemon laws. I have a good friend that owns a succesful large late-model used truck-only dealership just a few miles from my home, and he always has an Ex or 2 on his lot, but never a 6.0. He looks for the best low mileage 7.3's only, and if a 6.0 is traded in, he sends it to auction rather than retailing it. I know there are a lot of folks including those on this forum that swear by them, but I am on my 2nd Excursion with the 7.3, and it has been as trouble-free as the first. If I were in your shoes, I would be VERY patient in a search for a low mileage 7.3 Limited Ultimate from either late '02 or '03 (southern states/Texas) and return the one you have. The 7.3 is well proven and reliable and I would have a hard time going to something that has had a questionable reputation at best. If you must have a newer one, at least get into a late '04 or '05 since most of the 6.0 bugs had been worked out by that time. Just my 2 cents, of course. /forums/images/%%GRAEMLIN_URL%%/wink.gif Jim  

Yes, I have one and I love it. I have just under 118K miles on mine now and I have had no real significant problems. I was concerned based on some of what I had read here, but I had a friend at Ford pull an OASIS report that showed no problems in the first 65k miles (which is when I bought it). My wife and I use it for our 2500 mile round trips to Florida and back several times a year and I use if for pulling my enclosed car trailer (10,000+lbs loaded). When not pulling and if I am easy on the throttle, I can get 20+ MPG but normal is between 16 and 18. Pulling the big trailer I get 12 to 14. I have made no modifications to my engine, nor do I plan to, it works great for me the way it is. It seems alot of people like the 7.3 because of the number of ways it can be modified.  

I had an 03 6.0L and traded it in with 73,000 trouble free miles for my current 05 6.0L. There were a lot of injector issues with the early 03 engines due to the injectors being installed improperly. That issue is behind your X. If they were put in bad they would have acted up long ago. The EGR valve gets dirty on all engines with one. With ULSD it will be less of an issue. However, a repeated replacement of the EGR valve most likely is telling you the EGR cooler maybe leaking. All of this is covered by 100K warranty. If you are going to keep it a long time look at the 200K warranty. There is a thread on the main 6.0L power train page. RoyC  

I also have a 2003 6.0L Excursion, however with only about 60,000 miles on it. It has been a great truck with only the EGR and harness being replaced under warranty. Everyone has stories, but there are a lot of 6.0Ls out there without problems also. Truck is great for hauling family, baseball team, boat, etc. It has been a great truck. My only issue with it, is it sometimes too big as I use it as a daily driver also.  

I sold my 2003 6.0 Excursion a month ago and it was perfect the four years or so I had it. I also had a 2000 7.3 Excursion before it but the 6.0 would blow the doors off of it. The 7.3 with 4-speed AT was a slug compared to the 6.0 with 5-speed Torqshift.  

Thank you very much for your replies!! We are still taking everyone's opinions and will make our decision in a couple of days. So far we love the rig and it will be hard to give it back!! We welome any other comments you may have. Thanks! Rob  

Don't listen to the few with problems that fill up these forums with there complaining. Most of them put chips and over fuel these with flash devices. Very few have problems not related to modifications this late. These engines like to work so load it from time to time and you will be fine. Buy a used one that has not been modified. Stay away from the ads that say a tuner or chip is included or has been used. Good luck!  

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are 6.0's reliable if you keep them stock?

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i'm looking for my first diesel, and i found an 03 6.0 for dirt cheap, new injectors, new ficm, but its all stock. if i didn't chip it or just ran a mild tune, would it be pretty reliable without studs and such? if i did exhaust, intake and an egr delete would it be fairly reliable or what else would i need to do to make it a daily driver?  

For the most part....yes. Heads have been known to lift on stock trucks. Stay on top of maintenance, stay on the mild side of tuning, and yes it'll be plenty reliable. That one already has new injectors and FICM, so you'd be ahead of the game a good bit. EGR delete is a must if emissions allows it. Intake isn't really necessary on a 6.0 as the stock filter can handle up to about 500hp. Exhaust will help lower EGT's for towing. I'd add a coolant filter and the blue spring upgrade (stiffer spring in the fuel pressure regulator...raises/maintains good fuel pressure). Keep the oil changed at regular intervals, new fuel filters every other oil change (Motorcraft filters ONLY), don't flog the piss out of it daily, and she'll gives you years of service.  

x2 on his suggestions The Blue Spring mod as it is commonly called is because the injectors failed premature from low fuel pressure so this spring is supposed to make sure the injectors have the proper pressure for optimum health. I would like to suggest adding a monitor to keep track of the engine coolant temp (ECT) and engine oil temp (EOT) which are used to evaluate the health of the engine oil cooler. When the delta gets 15F or more the engine oil cooler isn't operating efficiently and a clogged engine oil cooler leads to failed EGR cooler which leads to coolant into the induction which raises cylinder pressure beyond what the TTY (torque to yield) bolts can hold hence the head raises slightly and the head gasket fails. The monitor will also keep track of FICM voltage and any other variable you want (trans temp, etc). The factory gauges aren't accurate more like idiot gauges, they don't move linear they move from low to high within a small range. Also using clean and proper coolant is also essential. Many suggest a thorough coolant flush to remove the gunk that clogs the oil filter. Then they either add Ford Gold coolant or an ELC with distilled water. I bought mines bone stock with over 200K and didn't have any problems related to the HG, oil cooler or EGR cooler.  

ok, what exactly is the blue spring upgrade?  

it's a Google search term  

Yea really. Google "blue spring 6.0". Probably thousands of threads on it. Basically it's a stiffer spring that goes in your fuel pressure regulator (on the filter housing under the hood) that raises/maintains your fuel pressure. The stiffer spring is blue, hence the name. Factory updated part. Just cheap insurance for happy injectors. Cost about $65, takes less than an hour to install.  

Good time to throw in a new thermostat too. Sent from AutoGuide.com App  

Def go with blue spring like the guys are saying and don't get a cheap one heard stories of people getting ones that aren't working properly. I would also throw on the 6.4 banjo bolts. I run my excursion with all of this on stock head bolts with Drews Economy tune it's plenty of power and torque for me as a daily driver and towing my boat and safe so far.  

I just read that the 6.4 banjo bolts don't have the drain back valve like the 6.0 bolts and can cause surges/erratic rpms if they are used on the 6.0 :shrug: Also theoretically speaking, the banjo bolts will do nothing to increase fuel flow because the fuel lines will determine how much fuel flows thru the bolts and will only allow so much flow regardless of the size opening in the bolts.....jmho  

Have your FICM voltage checked at startup. Even if it's new your charging system may not be supplying enough power at startup and the stock alternator is IMO not even close to the task. If your voltage drops too much you'll kill that new FICM in short order. Sent from AutoGuide.com App  

how do i check the ficm voltage?  

Another good google question. Lol. If you can't find what you need shoot me a PM. I'll walk you through it.  

You do it by taking the little cover off the FICM using a multi meter but you'll need a buddy to crack the engine. Sent from AutoGuide.com App  

Yes! my 03 6.0 just hit 210k! Its all stock except for a bulletproof ficm, and a straight pipe. I'm gettin ready to do a oil cooler replacement and egr delete with a coolant filter. I love my powerstroke!  

Egr delete, blue spring( tork 25 screwdriver, hook pick and 30 minutes), oil cooler, coolant filter, stc fitting, dummy plugs, stand pipes, and hpop. Yes....03-04' need hpops many times. If your mechanically inclined its easy day or weekend project. Easier to do it right, snd doing it once. ARP head studs one at a time would be.SMART insurance.  

SledDogg said: Egr delete, blue spring, oil cooler, coolant filter, stc fitting, dummy plugs, stand pipes, and hpop. Click to expand...

03 doesn't have dummy plugs or stand pipe I don't believe. They are not necessary there are people with completely stock trucks that have luck with them but the majority of people do these upgrades as a preventative and I have personally done them for the sake of of comfort and reliability so I sleep better at night.  

do they blow head gaskets even if you don't tune or program them? or does the headgasket/headbolt problem only happen to trucks with performance mods?  

Completely stock 6.0's have blown head gaskets. A lot of times its caused by a blown EGR cooler. Delete the EGR, and you'll improve your chances.  

Some perspective.... My dad bought an 03 model new when they first came out. Has roughly 180k miles on it now, but it is driven daily, and 90% of the time it has a trailer behind it. He isn't the biggest stickler for maintenance, so oil changes never got done on a routine basis. To this day he has changed his trans fluid twice (I kid you not), never changed his air filter, rear diff fluid, etc, fuel filters changed maybe at 30k intervals. Truck had the turbo replaced in 04, has had one oil cooler changed, and a bad ICP sensor. Other than routine stuff (tie rods, brakes, etc), those are the only issues he has ever had with it. Never tuned, stock exhaust. Granted, he has one injector that needs replacing now. that thing has been a workhorse it's entire life and the only time it's ever left him stranded was over a cracked radiator. If a stock truck can hold up to him, it can hold up to anyone!  

i have to ask about tihs because it seems tempting does this 6.0 look like a good or bad deal, here's the ad: 2005 ford f350 lifted | cars trucks | Winnipeg | Kijiji  

If it was me I would go take a look at it and bring the tools I needed in order to scan it and run some test to see if I thought what he is saying is all that it needs. If I felt the answer was yes I would most likely buy it if I was in the market and it's what I wanted. Just my .02cents.  

i found a similar deal on my 06. the prev owner thought that he was gonna be out a lot of cash for injectors & some other stuff & let it go cheap. knowing what i know now, i'm with Flossy! (also given that i'd have enough cash left over for the bulletproofing lol).  

thanks for the good info guys, but i'm wondering what you think about another truck i found, its an 06 f350 with new ficm, injectors, egr delete and more for cheap but the mileage scares me abit its got 300,000km (186,000miles), should i be concerned? here's the ad: 2006 Ford F-350 Pickup Truck | cars trucks | Saskatoon | Kijiji  

i'd look at that one at least lol! i mean it's less than 200k miles... rust maybe???  

Geez I need to go to Canada and buy a friggen 6.0! Around here lots are listing them with 150,000 miles for $17-20k!  

yeah its kinda funny, theres some 6.0's around here for 15k and some for for 5k, that's why i'm kinda sceptical about a cheapy lol. with 186,000 miles do you think the tranny would be on its last legs?  

It all just depends on if it taken care of and how it was driven and used. Could be fine and have 300,000 miles or could have a shot transmission and have 100,000 miles. Only way to find out is go see these trucks scan them and take a test drive.  

these trucks are great.. egr delete , blue spring, stay on your maintenance & drive.. all vehicles have problems sooner or later.. if it has tits or tires it WILL give you problems.. you need to accept the fact that diesel repairs aren't cheap.. there are no shortcuts.. diesels aren't for everyone.. I have an 05 with low miles & it looks near new.. I wouldn't take 20k for it.. no way no how.. expect to do injectors at some point , expect to do head bolts & gaskets at some point.. if you do an egr delete change the oil cooler too , go to an ipr research external cooler if you can.. ipr research has the best built egr delete I have ever seen also.. I'm using their old style.. I love my 6.0 , its been a great truck.. its been run , but not abused , don't be scared to run em' ..  

lol! yeah. it gets complicated hahaha! i'm surprised by what i hear people say about them... that includes my previous understanding of them before joining here lol  

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The Ultimate Guide to The 6.0-Liter Power Stroke Diesel in 2003-08 Super Duty Ford Trucks

The most generous way to describe Ford’s 6.0-liter “Power Stroke” V8 in its Super Duty trucks is as a necessary misstep in the evolution of Ford’s diesel engines. This engine incorporated multiple technologies that Ford simply couldn’t build reliably at the price point of a heavy-duty truck back in 2003. Tuning a 6.0-liter Power Stroke for a higher output can cause even more problems. But if you already have a 6.0, don’t fear: diesel truck enthusiasts are a resourceful bunch, and there are a few ways you can modify this Ford F-250 with a Power Stroke engine to improve reliability.

Is the 6.0 Power Stroke a good engine?

No. This diesel V8 objectively has more issues than similar engines from Chevy or Dodge. Before and after the 6.0-liter Power Stroke, Ford built other diesel engines that are probably a better choice for you. Consider the 7.3-liter Power Stroke (2003 and earlier) for better mpg or the 6.7-liter (2010 and later) for a reliable engine that will pollute less smog gas.

You can divide the problems with the 6.0-liter Power Stroke diesel V8 into two categories. Most problems affect stock engines. But some issues haunt Power Stroke owners who attempt to modify their 6.0 to increase its power. We’ll go into detail on both sets of problems and the best way to prevent them.

What year did Ford go to the 6.0 Power Stroke?

Ford swapped from a 7.3-liter diesel V8 built by International Harvester to the 6.0-liter Power Stroke halfway through the 2003 model year to meet new emissions regulations.

One little-known fact about the 6.0-liter V8 was that it was built by International Harvester. Ford first introduced an International-built diesel V8 in its 1983 Super Duty pickup trucks. But by 2003, it had shifted from branding these engines as “Internationals” to using the Ford Power Stroke name. You could also buy an industrial version of the 6.0 from International called the VT365.

International tuned its VT365 for reliability at the cost of power. But to compete with Dodge and Chevy’s diesels, Ford turned up the engine’s output to 325 horsepower and 570 lb-ft. Some claim this is the root of the 6.0’s problems. But the VT365 had plenty of issues of its own.

The VT365 (and the 6.0-liter Ford Power Stroke) struggled with oil-delivery problems. Debris or deteriorating sub-par O-rings can destroy either of its oil pumps (both a low and high-pressure unit). And when the finicky high-pressure pump malfunctions, it in turn can destroy expensive fuel injectors.

What are the worst 6.0-liter Ford Power Stroke problems?

Problems that plague stock 6.0-liter Power Stroke engines include oil delivery issues, EGR cooler and valve failure, turbocharger wear, and fuel injector controller module (FICM) malfunctions. Coolant and oil can also contaminate one another due to one of several possible issues.

As a result, diesel Super Duty trucks from 2003.5 through 2008 have a low resale value. Here’s an example, the 2004 with just 35k miles (pictured above) sold for $23.5k on Cars & Bids . Another 2004 with 50k miles couldn’t even sell for $17k.

6.0-liter Power Stroke EGR issues

The International and Ford versions of this 6.0-liter diesel V8 suffered oil delivery issues. But Ford also had to add an improved Exhaust Gas Recirculation (EGR) system for emissions reasons. Upgrading this emissions-regulation-driven technology was one of the main reasons Ford swapped from the 7.3 to the 6.0. But the new system was simply not reliable.

The EGR system takes exhaust gas and recirculates it through the engine to burn off any carbon. This theoretically improves both emissions and fuel efficiency, which should be a win-win. But exhaust gas is very hot, so the system needs to cool it using the engine’s coolant system. Then it needs to release a precisely measured amount into the intake manifold, mixing it with fresh air.

The 6.0-liter had problems with every step of this process. Exhaust gas is sooty, and carbon buildups can clog both the EGR cooler and the EGR valves. A failed EGR cooler can be one of several issues that causes coolant contamination. Some 6.0 owners install a better EGR system. Others throw up their hands and delete the system, which is an illegal modification. Modern Ford diesels have a much more reliable EGR system.

Ford 6.0-liter Power Stroke turbocharger issues

With its 6.0-liter Power Stroke V8, Ford pioneered an adaptive turbocharger. This technology uses a series of moving blades to control the amount of exhaust gas flowing into the turbocharger. This varies the speed of the turbocharger and how much it compresses the air flowing into the engine.

This is another technology that is now common, but Ford was unable to build both cheaply and reliably in 2003. Sooty diesel exhaust can gunk up the moving blades in the 6.0-liter Power Stroke’s turbocharger intake. When these blades get stuck open or closed it can make a 6.0 nearly undrivable.

The 6.0-liter Power Stroke’s fuel injector controller (FICM) can fail

Many 6.0-liter Power Stroke issues are due to necessary tradeoffs: Ford attempted to build an efficient engine with cutting-edge technology at a low price point. But the common failure of the 6.0’s fuel injector control module (FICM) was, sadly, preventable.

The engine’s fuel injector system is controlled by a FICM, which Ford mounted to the top of the engine, right next to the turbocharger. The turbocharger, predictably, throws a lot of heat. This can cause the FICM to fail early. When the module fails, it can sometimes destroy expensive injectors. But usually, the truck just stops running until everything cools down–according to Vehicle Service Pros .

This specific control module can also fail or break permanently when the battery gets too low. This is another preventable issue that Ford corrected on later engines.

What is the gas mileage on a 6.0 Power Stroke?

One of the most tragic aspects of the completely redesigned 6.0-liter Power Stroke is that it didn’t improve on the outgoing 7.3-liter V8’s fuel mileage. In fact, the 7.3 can get up to 20 mpg while cruising on the highway. But the 6.0 will likely never do better than 17 or 18 mpg.

Why is that? Many of the modifications Ford made to its diesel engines for 2003 were not designed for power or efficiency but to reduce the emissions of a smog-causing gas named nitrogen oxides (NOx), which the EPA cracked down on in 2003.

When did they stop making 6.0 Power Stroke?

So many Ford truck buyers complained about the 6.0-liter Power Stroke that the automaker pivoted away from the engine in just 4.5 years. By the 2008 model year, Ford began to offer its Super Duty trucks with an all-new 6.4-liter Power Stroke diesel V8 instead.

While Ford did correct some of the 6.0’s issues with its 6.4-liter engine, many Ford diesel fans prefer the 6.7-liter version of the legendary Power Stroke diesel engine introduced in 2010. The 6.7-liter received a fraction of the complaints that both the 6.0 and the 6.4 were subject to. The 6.4 and 6.7 improved on the 6.0’s power output numbers while continuing to meet modern emissions regulations.

Because of the way diesel fuel combusts, diesel engine designers need to make some tradeoffs between power, mpg, and NOx emissions. This is why pre-2003 diesel trucks get better mpg than later trucks. By the early 2010s, most manufacturers could build reliable diesel engines with better mpg while meeting the stricter NOx regulations. But the 6.0-liter Power Stroke came during the darkest age of diesel.

Can you tune a 6.0-liter Power Stroke?

This is probably a bad idea. Not only will you exacerbate every other reliability issue the 6.0-liter Power Stroke is known for, but you will create new issues. Namely, the reduced number of head bolts holding the 6.0-liter engine together is insufficient to keep the head gasket from leaking if you increase the power. To be blunt, Ford already tuned an International Harvester engine to create the 6.0 and pushed the diesel V8 to its limits.

Though you probably don’t want to increase a 6.0-liter Power Stroke’s output, you may be able to modify it for reliability. But first, you’ll want to keep up with the engine’s maintenance. Driving Line recommends swapping both fuel filters every 15,000 miles. It also suggests oil changes every 5,000 miles and using the highest quality replacement oil available. High mileage 6.0-liter Power Strokes should also have their antifreeze coolant flushed every 45,000 miles. Because a worn battery can destroy the FICM, you’ll also need to keep the truck’s two batteries fairly new. Finally, you’ll want to have the EGR system’s valve cleaned and inspected every 20,000 miles.

Note that all the problems caused by exhaust soot (namely EGR cooler failure, EGR valve failure, and turbocharger blade fouling) are worse on trucks that idle a lot. If you must leave your 6.0 idling for hours, you’ll want to inspect these components more often.

One reliability modification is Ford’s “blue spring kit” (PN 3C3Z-9T517-AG) which increases the fuel’s pressure at the injectors by 10-15 PSI and may help the injectors last longer. Many 6.0-liter Power Stroke owners also install an aftermarket coolant filter. Others swap out the engine’s entire EGR system for a beefier aftermarket one. Many 6.0-liter fans swear by an aftermarket coolant additive to prevent the liquid from doing what’s called “cavitating.” And 6.0-tuners who do increase the power often upgrade the head bolts to head studs first.

Next, read about the best truck engines ever made or learn more about the 6.0-liter Powerstroke’s problems in the video below:

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Introduction

Are you a proud owner of a Ford Powerstroke 6.0? Or perhaps you’re considering getting one, but have heard whispers about potential problems lurking under the hood. Well, fear not! In this blog post, we’re diving deep into the world of 6.0 Powerstroke engines and shedding light on some common issues that may arise. Get ready to uncover the truth behind these legendary engines and discover whether they truly live up to their powerful reputation or if there’s cause for concern. So buckle up and let’s get started on this turbocharged journey together!

Is the Powerstroke 6.0 a Good Engine?

When it comes to the Powerstroke 6.0 engine, opinions are divided. Some praise its power and performance, while others have experienced a range of problems that left them frustrated.

One of the most common issues with this engine is the failure of the EGR (Exhaust Gas Recirculation) system. This can lead to coolant leaks, reduced fuel efficiency, and even engine damage if not addressed promptly.

Another problem that plagues the 6.0 Powerstroke is oil cooler failures. When these fail, they can cause overheating issues and potentially lead to blown head gaskets or cracked cylinder heads.

Fuel injector problems are also prevalent in this engine model. Clogged injectors can result in misfires, rough idling, and decreased power output.

Additionally, turbocharger failures have been reported by many owners of 6.0 Powerstrokes. These failures often stem from clogged or damaged oil feed lines.

Despite these challenges, some individuals have found success with their 6.0 Powerstroke engines after investing time and money into modifications and repairs.

6.0 Powerstroke problems

6.0 Powerstroke problems can be a headache for many truck owners. One of the most common issues with this engine is the notorious EGR (Exhaust Gas Recirculation) system failure. This can lead to coolant leaks, loss of power, and even engine failure if not addressed promptly.

Another problem that plagues the 6.0 Powerstroke is the failing oil cooler. Over time, the oil cooler can become clogged with debris, causing poor lubrication and overheating issues. This can result in costly repairs if not taken care of in a timely manner.

The fuel injection control module (FICM) is another component prone to failure in these engines. When the FICM malfunctions, it can cause rough idling, misfires, and even complete engine shutdowns.

One more issue worth mentioning is the weak head bolts used in early models of the 6.0 Powerstroke. These bolts have been known to stretch or break under high pressure, leading to blown head gaskets and significant damage to other engine components.

While these are some common problems associated with the 6.0 Powerstroke, not all engines will experience them. Regular maintenance and proactive measures like installing aftermarket upgrades can help mitigate these issues.

In conclusion (oops!), it’s essential for any owner of a 6.0 Powerstroke to stay vigilant about maintenance and address any potential problems as soon as they arise to avoid expensive repairs down the road (!).

Do all 6.0 Powerstrokes have Problems?

When it comes to the 6.0 Powerstroke engine, there is a common belief that every single one of them is plagued with problems. While it’s true that this particular engine has had its fair share of issues, not every single 6.0 Powerstroke will experience these problems.

It’s important to note that the severity and frequency of these problems can vary from vehicle to vehicle. Some owners may never encounter any major issues with their 6.0 Powerstroke, while others might face multiple problems throughout the lifespan of their engine.

Proper maintenance and care play a significant role in minimizing potential issues with the 6.0 Powerstroke engine. Regular oil changes, fuel filter replacements, and routine inspections can go a long way in preventing many common problems associated with this engine.

Additionally, modifications and upgrades can also help mitigate some of the known weaknesses of the 6.0 Powerstroke. Improved head gaskets, upgraded EGR coolers, and aftermarket tuners are just a few examples of enhancements that can improve reliability and performance.

It’s worth mentioning that newer models or engines that have undergone thorough repairs or rebuilds are generally less prone to experiencing major issues compared to older or neglected ones.

In conclusion (as per your instructions), while it’s true that the 6.0 Powerstroke has gained notoriety for its problems over the years; not all engines will be problematic if properly maintained and cared for.

Why do 6.0 Powerstrokes have Problems?

The 6.0 Powerstroke engine has gained a not-so-stellar reputation for its problems over the years. From head gasket failures to EGR cooler issues, these engines seem to have it all. But why? Why are these problems so common in the 6.0 Powerstroke?

One of the main reasons for these issues is poor design and engineering choices by Ford. The cooling system, for example, is known to be insufficient for handling the high temperatures generated by this engine. This can lead to coolant leaks and overheating.

Another major culprit is the fuel injection system. The injectors on the 6.0 Powerstroke are notorious for failing prematurely due to a lack of proper filtration and inadequate lubrication.

Additionally, many owners attribute some of the problems to insufficient maintenance or improper use of their vehicles. Regular oil changes, coolant flushes, and fuel filter replacements are essential for keeping any engine running smoothly.

While there may be several contributing factors behind the problems faced by 6.0 Powerstrokes, it ultimately falls back on both design flaws and neglectful ownership practices that exacerbate those issues

How much does it cost to rebuild a 6.0 Power Stroke?

One of the common questions that arise when discussing the 6.0 Power Stroke is the cost of rebuilding it. While there is no fixed price for a rebuild, as it can vary depending on various factors such as labor costs and parts needed, I can give you a rough estimate.

Let’s talk about labor costs. Rebuilding an engine is a complex and time-consuming process that requires skilled mechanics with expertise in diesel engines. The average labor cost for rebuilding a 6.0 Power Stroke engine can range anywhere from $2,000 to $4,000 or more.

Next, we have the cost of parts. This will depend on what needs to be replaced during the rebuild process. Common components that may need replacement include pistons, connecting rods, gaskets, seals, bearings, and possibly even the cylinder heads or block itself if they are damaged beyond repair. The cost of these parts can add up quickly and could range from $1,500 to $5,000 or more.

In addition to these expenses, keep in mind that there may be additional costs such as machine work on certain components or any other unforeseen issues that arise during the rebuild process.

It’s important to note that these figures are just estimates and prices may vary significantly depending on your location and where you choose to have the work done.

Though,costs associated with rebuilding a 6.0 Power Stroke engine typically fall within the range of $5k-$10k+. It’s always best to consult with reputable mechanics who specialize in this particular engine for accurate pricing information based on your specific situation

Which Powerstroke motor is Good?

When it comes to choosing the right Powerstroke motor for your vehicle, there are a few factors you should consider. Each engine has its own strengths and weaknesses, so it really depends on what you’re looking for in terms of performance, reliability, and fuel efficiency.

One popular option is the 6.0 Powerstroke engine. Despite its reputation for having some problems (which we’ve already discussed), many enthusiasts still swear by this engine. It offers a good balance between power and fuel economy, making it a solid choice for everyday driving or towing.

On the other hand, if you want something with more power and torque, the 7.3 Powerstroke might be worth considering. This engine has gained a loyal following over the years due to its legendary durability and strong pulling capabilities.

If fuel efficiency is your top priority, then the 6.7 Powerstroke could be your best bet. This newer generation engine boasts improved technology that allows it to deliver impressive miles per gallon while still providing ample horsepower.

There’s no one-size-fits-all answer to which Powerstroke motor is good because it depends on your specific needs and preferences as a driver. Take into account factors such as intended use, budget constraints, and maintenance requirements before making your decision.

1. Are all 6.0 Powerstrokes problematic? While it is true that the 6.0 Powerstroke has gained a reputation for having its fair share of problems, not every single engine is destined to be troublesome. It’s important to note that there are many factors at play when it comes to the performance and reliability of any vehicle, including maintenance history, driving habits, and overall care.

2. What are some common issues with the 6.0 Powerstroke? Some common problems reported by owners include faulty fuel injectors, oil cooler failures, EGR system malfunctions, head gasket failures, and turbocharger issues. These can lead to symptoms like overheating, loss of power, white smoke from the exhaust pipe, or even complete engine failure.

3. Can I rebuild my 6.0 Power Stroke instead of replacing it? Rebuilding a 6.0 Power Stroke can be an option if you’re facing major engine issues but want to avoid purchasing a new one altogether. However, keep in mind that rebuilding costs can vary depending on the extent of damage and parts needed – ranging from several thousand dollars up to tens of thousands in worst-case scenarios.

4. Which Powerstroke motor is considered reliable? Many diesel enthusiasts consider the later models such as the 7.3L and the more recent 6.7L as more reliable options compared to their predecessor, the infamous 6.0L Power Stroke.

In this article, we have explored the common problems associated with the 6.0 Powerstroke engine. While it may have its fair share of issues, it is important to note that not all 6.0 Powerstrokes will experience these problems. Regular maintenance and proper care can go a long way in ensuring the longevity of your engine.

It is also worth mentioning that there are enthusiasts who swear by the performance and reliability of the 6.0 Powerstroke when properly modified and maintained.

When it comes to rebuilding a 6.0 Power Stroke, costs can vary depending on the extent of damage and whether you opt for OEM or aftermarket parts. It is always advisable to consult with a trusted mechanic or professional before undertaking any major repairs.

If you’re considering purchasing a Ford truck with a Powerstroke engine, you may want to explore other options such as the newer generation engines like the 7.3 or even consider gas-powered alternatives if reliability is your top priority.

Every engine has its strengths and weaknesses, and it’s essential to do thorough research before making any decisions regarding your vehicle’s powertrain.

We hope this article has provided valuable insights into some of the common issues faced by owners of 6.0 Powerstroke engines. Remember, regular maintenance and attention can help mitigate potential problems and keep your truck running smoothly for years to come!

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9 Common 6.0L Powerstroke Problems & Fixes

Written by Kamil

September 7th, 2019

Common 6.0L Powerstroke Problems

2003-2007 Ford SuperDuty Diesel Truck Problems & How to Fix Them

If you’re a diesel nut like me, you probably know that most people will steer clear of buying a 2003 to 2007 model year Ford Superduty Diesel truck. The 6.0L Powerstroke is known for having major problems. Most of these problems originate from the factory design. The new EGR emissions system that was introduced to meet emissions standards at the time, is a big contributor to the 6.0s frequent problems. Head studs provide inadequate clamping force so blown head gaskets are common. Other 6.0L Powerstroke problems include HPOP failure, injector stiction, FICM failure, and clogging oil coolers. Fortunately, once these problems are addressed, the trucks are much more reliable. Some of these problems can be avoided. If you follow a strict 6.0L Powerstroke Service Schedule however, you can drastically reduce the amount of problems you experience.

What Does “Bulletproofing” a 6.0L Powerstroke Mean?

If you’ve ever thought about buying a 6.0L Powerstroke and you’ve made an effort to look online for available trucks, you may have noticed the term, “Bulletproofed” in the description. Bulletproofed 6.0L Powerstroke are trucks that have already had the significant, necessary improvements made to make the trucks more reliable. Bulletproof kits for a 6.0L Powerstroke cost $2,000-$5,000. That doesn’t include labor. Installing a Bulletproof kit is very labor intensive, so expect to pay a couple thousand in labor costs.

While the 6.0L Powerstroke’s problems dissuade many people from ownership, the trucks are a lot of fun to drive and they can be great trucks once the necessary repairs are performed. Our best advice is to look for a late model truck or a 6.0 that has been already bulletproofed. It seems like ’06 and ’07 model year trucks experience less issues than trucks from ’03-’05. Bulletproofed trucks have aftermarket solutions already installed so you won’t need to invest much money in the truck. Many of these problems occur early in these trucks lifetimes, so many of the 6.0s available today already have the improvements needed to make them reliable daily drivers. 

Most Common 6.0L Powerstroke Problems

1. Head Gasket Failures & TTY Head Studs

The 6.0L Powerstroke came equipped with TTY, or torque to yield, head studs. If you are considering performance modifications, you need to replace these studs. The addition of a tuner alone can cause cylinder head pressures to rise beyond the capability of the TTY head studs, ultimately causing head gasket failure. TTY studs cannot be re-used and must be replaced after being removed from the engine.

Aftermarket head studs from ARP are a must-have for your 6.0L Powerstroke if you’re seeking to add additional performance modifications. The stock TTY head studs can last a while under factory conditions. Because of the layout under the hood, changing the head studs on the 6.0L Powerstroke is a problem in itself. It can take a long time, even for an experienced diesel mechanic. Expect costs of a couple thousand dollars after parts and labor. 

2. FICM: Fuel Injection Control Module Failure

Rough start, no start, and rough running conditions often occur due to the FICM, or Fuel Injection Control Module. The FICM supplies 48 volts to the two solenoids that control oil flow to the fuel injector. Excessive heat from the engine and vibration can cause the FICM to overheat or fail. This occurs because the FICM is located on the side valve cover of the Powerstroke engine. Cold starts impact the FICM negatively by causing excess voltage to be drawn. This can damage the capacitors in the fuel injection control module.  To locate a faulty FICM, use a scan tool and take a look at PID Data. It’s important to rule out the glow plugs however, as they can often cause similar no start or hard starts to your Powerstroke. 

You should replace factory fuel injection control modules with aftermarket counterparts. They are better at dissipating heat and more reliable. Reputable FICM rebuilding companies also typically offer a warranty on their products. Should an issue arise, they will send you a replacement FICM. Aftermarket FICMs also come available with custom tunes, allowing you to increase horsepower by adjusting fueling. Check out Swamp’s Diesel Performance FICMs .

3. 6.0L Powerstroke Oil Cooler Problems

Many of the problems found on the 6.0L Powerstroke stem from the Oil Cooler. These trucks require the oil to be cooled significantly more than other trucks, resulting in Ford equipping the 6.0L Powerstroke with a liquid-on-liquid engine oil cooler. Over time, sand and other large particles can clog the small passageways of the Oil Cooler, leading to EGR Cooler failure. You can identify faulty oil coolers by comparing engine oil temperature and coolant temperature. An operational oil cooler should keep the difference between the two to less than 14 degrees when driving the truck.

We recommend replacing old factory oil coolers whenever this temperature split becomes apparent. Aftermarket Oil Coolers from companies like PPE or Mishimoto are good options. Do NOT choose a cheap oil cooler. You need a quality product! You can also go purchase another OEM Ford part . We also strongly recommend that you purchase gauges or a digital monitor to keep an eye on your truck’s vitals like the BullyDog BDX ! This can help you identify problems early.

4. EGR Cooler Problems

EGR Coolers on the 6.0L Powerstroke cool the exhaust gases before they are reintroduced the the engine. This reduces NOx emissions. As with all early emissions devices, they frequently cause problems. Higher operating temperatures are a typical symptom of a clogged EGR cooler. These higher temperatures commonly cause head gasket failures. The EGR coolers commonly leak coolant into the exhaust, resulting in white smoke (Steam) exiting the tail pipe. The Engine oil cooler is commonly the cause of EGR Cooler issues. When the oil cooler becomes clogged, less coolant enters the EGR Cooler, causing higher temperatures, boiling coolant, and potential damage.

Aftermarket EGR Coolers feature a stronger construction, and many have numerous improvements that make them both more reliable, and better performing than Ford’s OEM model. Bulletproof diesel offers “bulletproof” EGR Coolers that come with a lifetime warranty. Be careful when ordering this replacement part, as there are two different style EGR coolers for the 6.0L Powerstroke.

5. EGR Valve Problems

The EGR Valve on the 6.0L Powerstroke regulates the amount of exhaust gases that are reintroduced to the engine. Just like the EGR Cooler, the EGR Valve is suspect to clogging issues from excess soot.

The valve can stick open, causing poor performance. Often times this occurs due to excessive idling or poor fuel quality. We recommend frequently cleaning the EGR Valve to keep it from accumulating soot. If you need a new EGR valve, check out some of the links below! Be wary of aftermarket equivalents, I’ve heard the O-rings won’t fit on several kits. I’m including a link to an OEM EGR Valve Gasket set too.

6. 6.0L Powerstroke Turbocharger Problems

The 6.0L Powerstroke contains a variable geometry turbo (VGT). The VGT increases power and greatly lowers spool times. These new VGT turbochargers were very susceptible to soot build up. This excessive soot can cause the VGT vanes to stick open. When that occurs, throttle response suffers and turbo spooling times increase. The turbocharger can sometimes be cleaned by running the truck hard, otherwise, the turbocharger needs to be removed and cleaned thoroughly.

Early 6.0L Powerstroke trucks also suffer from a poor oil drain tube. The collection of oil in the turbocharger can result in the oil cooking. This has been the root cause of many all-out turbocharger failures in the 6.0L Powerstrokes. Ford gave ’06 and ’07 models an improved oil drain tube , resulting in drastically less turbo failures.

Want recommendations on an aftermarket turbocharger upgrade for your 6.0? Check out our post, “Best 6.0L Powerstroke Performance Upgrades”.

7. 6.0L Powerstroke HEUI Injector Problems

Ford’s 6.0L Powerstroke came with Hydraulically actuated electronically controlled unit injectors (HEUI), similar to the 7.3L Powerstroke. These injectors are prone to static friction, or stiction, which is the result of carbon and sludge build up within the HEUI injectors’ spool valves. Stiction can cause a number of problems including hard starts, and the truck running rough when cold. The HEUI injectors are very sensitive to poor fuel and oil quality. Proper maintenance can go a long way, and the use of certain additives like Hot Shot’s Secret Stiction Eliminator seem to prolong injector life. Aftermarket fuel products like a FASS or Air Dog may also be a good idea.

8. High Pressure Oil Pump Failure (HPOP)

The high pressure oil pump pressurizes the engine oil. Then, the injectors use this oil to compress fuel. These high pressure oil pumps are known for complete failures and leaking seals on the 6.0L Powerstrokes. When repairing an HPOP on your Powerstroke it’s important to check the HPOP screen found underneath the oil cooler. You may need to replace it too.

9. Plastic Degas Bottle Leaks/Cracking

The factory Degas bottle in 6.0L Powerstroke trucks is made of plastic and is prone to cracking or leaking over time. This occurs because they are made of plastic and aren’t one plastic tanks. They crack at the seams and it can result in loss of coolant! Invest in a solid aluminum Degas bottle like the Mishimoto Degas Bottle pictured below. If you don’t want to spend the money, you can also go for an OEM Ford Degas bottle . It just won’t last you as long. Make sure you get a new factory cap too!

How can you reduce the amount of problems on your 6.0?

What can you do to improve longevity on your 6.0L Powerstroke? For starters, consider not upgrading to performance parts unless it is a product that provides a solution to one of the above problems. Don’t tune your truck until you have the money for new head studs/gaskets. Replace problem parts early, before you start having issues! Be religious when it comes to your trucks maintenance. Change the oil every 5,000 miles. Use high quality oil and consider using additives. Make sure you buy diesel from quality gas stations that have quality fuel. Invest in gauges like an Edge CTS2 Insight or Bully Dog GTX and keep an eye on your trucks vitals as soon as possible! You can often identify the start of a problem early.

More 6.0L Powerstroke Resources

For more information on the 2003-2007 Ford SuperDuty Diesel trucks with the 6.0L Powerstroke, check out the following links.

• 6.0L Powerstroke Specifications
• Comprehensive 6.0L Powerstroke Maintenance Guide & Service schedule
• Best 6.0L Powerstroke Performance Upgrades

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ABOUT Kamil

Founder of Diesel Resource and a complete diesel head. Has a little bit of problem buying too many trucks. Learn more about him by checking out his truck.

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Ford 6.0L Power Stroke Engine Specs, Problems & Reliability

Ford introduced a newer, more powerful 6.0-liter V8 turbo diesel engine in the second quarter of the 2003 model year. One year later, the 6.0L version completely replaced the time-tested 7.3L Power Stroke, considered one of the best Power Stroke engine. The 6.0L engine was the best way to meet lower NOx (Nitrogen Oxide) emissions standards and even stricter demands in future, thanks to EGR, a variable geometry turbocharger, and more efficient fuel injection system.

The 6.0 Power Stroke has a cast-iron cylinder block with a crankcase bed plate (no main caps) for superb bottom-end strength. Its oil cooler and the high-pressure oil pump are integrated into the engine block. Like the 7.3 diesel, the 6.0 has powdered-metal connecting rods and cast-aluminum pistons. Connecting rods are very strong and durable, known to handle 700rwhp and 1,200-1,300 lb-ft of torque. At the rear of the engine, there is the gear train for the crankshaft, camshaft and high-pressure oil pump.

The engine got cast-iron, high-flow cylinder heads with four valves per cylinder (16 intake valves and 16 exhaust valves; 32 valves total). Cylinder heads are attached to the block using just four TTY head bolts per cylinder. Bolts are 14 mm in diameter. The diameter of the intake valves is 33.8 mm (1.33 in), of exhaust valves - 28.0 mm (1.10 in). The cylinder head has two separate intake runners per cylinder. The valves were placed in a "twisted" position helping introduce swirl into the combustion chamber. Each head has an aluminum rocker box mounted to the top.

The 6.0 Power stroke engine features an HEUI (Hydraulically Actuated Electronically Controlled Unit Injection). The fuel injection timing and fuel pressure are controlled by high-pressure oil and electronics. The HEUI system consists of the PCM (Powertrain Control Module), IDM (Injector Driver Module), the swash-plate style high-pressure oil pump (HPOP), IPR (Injection Pressure Regulator), and Siemens injectors. The HPOP is located under the HPOP cover and turbocharger at the rear of the engine. The Split-shot HEUI fuel injection system allows the 6.0 PowerStroke to produce higher injection pressures throughout the entire operating range (in-cylinder fuel injection pressure can reach 26,000 psi).

The 6.0L engine was the first in Power Stroke family equipped with single variable geometry turbocharger (VGT). It utilizes the Garrett GT3782VA turbocharger with electronically controlled and hydraulically actuated vanes and 58mm compressor wheel. A charged air goes through an air-to-air intercooler. This quick-spooling turbocharger provides quick throttle response.

The 6.0L Power Stroke proved to be less reliable than its 7.3L predecessor and was replaced in 2008 by a more powerful, durable, and emissions friendly 6.4L Power Stroke .

Engine Specs

6.0 power stroke engine problems and reliability.

The 6.0L Power Stroke has a poor reputation in terms of reliability and durability. In the first place in the list of problems are EGR-related issues: cracked EGR coolers and failed EGR valves. The exhaust gas recirculation (EGR) system is sources of the main issues with the 6.0L Power Stroke. Aluminum tubes that go to the oil cooler have the tendency to crack from temperature changes. These cracks usually result in oil pushing its way into the cooling system and forming high-viscosity coolant due to the mixture with oil. That leads to cracking of the EGR cooler's coolant passages and leaking coolant into the intake system. This usually appears as white smoke from the exhaust pipe. Also, the EGR valve is often coated with soot and stuck in the open/closed position. A gummed up EGR valve is usually caused by long engine runs at idle or low speeds.

The coolant in the intake increases cylinder pressure due to a steam build-up, leading to stretching of the Torque to Yield (TTY) head bolts. That is the reason for the second common problem with the 6.0L - head gasket failures. 4 torque to yield head bolts per cylinder is simply not enough to prevent the engine from blown head gaskets. There are some aftermarket solutions for replacing the factory bolts with head studs, but studs increase the risk of cracks or deformation of the cylinder head.

There are a few more well-known problems on the list: injection system issues related to bad injectors, air leaks, O-rings on stand pipes, ICP and IPR sensor failures, and FICM failures; HPOP's problems; VGT turbocharger is prone to sticking open or closed; cylinder heads are known to crack.

7.3L's reliability is not what should be expected from the 6.0 Power Stroke engine, but horsepower, drivability, and meeting modern-day emissions standards.

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To prevent you from inadvertently blowing up your best friend or transforming your girlfriend into a strainer, we only use non-lethal (but real!) ammo.

And because you’ll want to keep the good times rolling, we also offer a 10% discount on pub-crawl tickets.

Hotel pick-up (when possible –  please contact us)

Transport in our classic Soviet van

Army field lunch, drinks and vodka

Visit Park Patriot & try the T-80 tank simulator

Ride on a iconic Soviet armoured vehicle: BMP-2

Shoot 10 Soviet rifle rounds and 1 bazooka shell

Adults : 28 100 RUB / passenger

Good to know

Please contact us before the tour to make an appointment

No minimum age

Shooting and bazooka are blank for security reasons

Let us know if you have any food allergies or special dietary needs

Don’t wear your best shoes

Join the experience, book your seat now!

* we run this excursion for groups > 5 persons. If you are less then 5 people, please contact us by email to know about availabilities.

Generally, hotel pick-up is possible . Contact us beforehand to make an appointment.

Otherwise, we will pick you up at 9:00 in front of St Basil’s Cathedral , on the red square.

Contact us for more details

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Put-in tours

At Put-in tours, we put you in our classic Soviet vans to go explore Moscow, Saint Petersburg and Russian culture off the beaten path. Discover our Moscow city guided tour, visit Moscow by night, join our banya & Sergiyev Posad excursion, visit and dine in one of Moscow's oldest monastery or even Luzhniki stadium, before you party on our famous pubcrawl! Original and atypical tours : Shoot AK47 and a bazooka after riding on a tank with our tank & bazooka excursion ! Extreme tours: Fly a fighter jet in Moscow onboard a L-29 or L-39 aircraft!

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• Ford 03-07 6.0L Powerstroke Forums
• General 6.0L Discussion

6.0 reliability

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I'm lookin at buyin an 06 ford f350 with the 6.0 in it. I am trying to compare the common rail 5.9 cummins to the 6.0 stroker. In terms of interior there is no comparision to the ford. But how are the 6.0's? i hear so many bad things i'm not sure i'd wanna buy one. What are the most common issues with the 6.0?  

I'd say the most common problems are EGR cooler and oil cooler related problems with headgasket failure a distant second. If you keep the truck stock, you're very unlikely to run into headgasket problems. My truck has almost 60k on it, with the last 23k running tunes and driving hard, and the only problem I've had is the turbo was coked up, noisy, and sticking. I don't think the previous owner ever ran it hard enough to burn the crap out of it. Since it was cleaned, I haven't had any other problems. You can fix the EGR problems by bypassing it, something I still need to do myself. I wouldn't be scared of the 6.0, especially an 06. The Cummins is a great motor, but the trucks just suck.  

Are you running tunes with no studs on a 6.0? 23K... I just might get my tunes and when the head goes get studs then?  

My 6.0 All I have to go by is the way that mine runs, I am retired and like pulling our 16000 + fifth wheel and it does a good job of that. Like Tech said the EGR sucks on the 6.0 and has to be cleaned ever now and then. I still run my truck stock, with a 4in ex.and 5 in tip.:icon_ford: You will want gages for it the first thing.:woot:  

What about an 05? Whats your oppinion on this? Cars For Sale: Car Details - AutoTrader.com Whats the chances this things goin to burn to the ground?  

The 05s are pretty much identical to 06s, so you're fine with either. You can get an 05 with a lot less mileage than that for about the same asking price, though. One of the guys here just bought an 05 with around 50k on it for 18 something. It looks like you're looking for a dually. That will help you even more since the SRW trucks seem to be worth a little more now, probably due to their taller rear end and resulting better mileage.  

good to know, thanks.  

alright so i should be able to make alot lower offer on the truck. I really would like a king ranch but not alot of them available in my area, so lariet is what id be just fine settling on  

I test drove the truck. Wow was i impressed. it had a few scratches on the bed side and a small ding in the passenger door on the bottom in the two tone. Only question i have is about the auto's. when it shifts into third while it's cold it feels like it slams into gear. Is it supposed to be that way? Idk if it was the way i was driven it cause i let off then got back into it a little. (so used to manuals) Do you guys think it would be a good idea to test drive a different one and compare the way they drive or is it normal to shift hard into the next gear?  

Is it possible it could have a programmer on it? It definitely shouldn't be shifting hard stock this time of year. Now, if it has something like Innovative Xtreme Race or DJ's Looney on it, the shifts can feel hard. Is this the truck with like 140k on it? If so, it could just be time for a rebuild. I would be a little cautious on that one. A tranny rebuild on a 5R110 can run into a few thousand bucks. Then again, if you can get the truck cheap enough, then I'd say go for it and just get a rebuild when it gets bad enough. The engine has tons of life left if it has been taken care of. I don't think I'd pay more than 14-15k for that particular truck.  

I'm going to see if they'd take 18 out the door. Nada says they are worth like 22k with the options. But it's got some scratches and they did say they wanted it gone. It's also got brand new tires on it along with brakes. Once the truck warmed up it shifted real smooth. Like i said it could have just been me. I haven't messed with any 6.0s before. As long as the motors are safe i think i'll be alright. Who sells a built tranny and convetor for the ford trucks?  

I have an 05 6.0 with 175,000 miles. I purchased it new. There have been no mods other than a cold air kit. The only issues I have had is the EGR (un hooked 70,000 miles ago) no problems with hesitation since. The one warrenty claim was for the oil pump feeding the injectors. My buddy has a 05 Dodge 3500 with a Cummins. He has had every sensor replaced, every u-joint and other warrenty issues. His truck has 60,000 miles. I am not bashing his truck or Cummins but, if mine burnt to the ground tomorrow I would buy another 6.0 in a second. Just my :twocents:  

go to powerstrokehelp.com bill will help you out. he is the best in diesel engines and will give you a good advice trust me. thanks!  

^^^^ Good info, and hazmat thanks for the advice. I took a really good friend to look at the truck and let him drive it and he thought it shifted great, "fast, smooth" like it should, aparently it doen't shift "hard" like i said, its just normal. If i pick it up, i'll wash it and post pictures of her. thanks for your help guys.  

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Most Beautiful Metro Stations in Moscow

Visiting Moscow? Get yourself a metro card and explore Moscow’s beautiful metro stations. Moscow’s world-famous metro system is efficient and a great way to get from A to B. But there is more to it; Soviet mosaic decorations, exuberant halls with chandeliers, colourful paintings and immense statues. Moscow’s metro is an attraction itself, so take half a day and dive into Moscow’s underground!

The best thing to do is to get on the brown circle (number 5) line since the most beautiful metro stations are situated on this line. The only exception is the metro stop Mayakovskaya one the green line (number 2). My suggestion is to get a map, mark these metro stops on there and hop on the metro. It helps to get an English > Russian map to better understand the names of the stops. At some of the metro stops, the microphone voice speaks Russian and English so it’s not difficult at all.

Another thing we found out, is that it’s worth taking the escalator and explore the other corridors to discover how beautiful the full station is.

Quick hotel suggestion for Moscow is the amazing Brick Design Hotel .

These are my favourite metro stations in Moscow, in order of my personal preference:

1. Mayakovskaya Station

The metro station of Mayakovskaya looks like a ballroom! Wide arches, huge domes with lamps and mosaic works make your exit of the metro overwhelming. Look up and you will see the many colourful mosaics with typical Soviet pictures. Mayakovskaya is my personal favourite and is the only stop not on the brown line but on the green line.

2. Komsomolskaya Station

Komsomolskaya metro station is famous for its yellow ceiling. An average museum is nothing compared to this stop. Splendour all over the place, black and gold, mosaic – again – and enormous chandeliers that made my lamp at home look like a toy.

3. Novoslobodskaya Station

The pillars in the main hall of Novoslobodskaya metro station have the most colourful stained glass decorations. The golden arches and the golden mosaic with a naked lady holding a baby in front of the Soviet hammer and sickle, make the drama complete.

4. Prospect Mira Station

The beautiful chandeliers and the lines in the ceiling, make Prospekt Mira an architectural masterpiece.

5. Belorusskaya Station

Prestigious arches, octagonal shapes of Socialistic Soviet Republic mosaics. The eyecatcher of Belorusskaya metro station, however, is the enormous statue of three men with long coats, holding guns and a flag.

6. Kiyevskaya Station

The metro station of Kiyevskaya is a bit more romantic than Belorusskaya and Prospect Mira. Beautiful paintings with classical decorations.

7. Taganskaya Station

At the main hall Taganskaya metro station you will find triangle light blue and white decorations that are an ode to various Russians that – I assume – are important for Russian history and victory. There is no need to explore others halls of Taganskaya, this is it.

8. Paveletskaya Station

Another and most definitely the less beautiful outrageous huge golden mosaic covers one of the walls of Paveletskaya. I would recommend taking the escalator to the exit upstairs to admire the turquoise dome and a painting of the St Basil’s Cathedral in a wooden frame.

Travelling with Moscow’s metro is inexpensive. You can have a lot of joy for just a few Rubbles.

• 1 single journey: RMB 50 – € 0,70
• 1 day ticket: RMB 210 – € 2,95

Like to know about Moscow, travelling in Russia or the Transsiberian Train journey ? Read my other articles about Russia .

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Wow! It is beautiful. I am still dreaming of Moscow one day.

It’s absolutely beautiful! Moscow is a great city trip destination and really surprised me in many ways.

My partner and I did a self guided Moscow Metro tour when we were there 2 years ago. So many breathtaking platforms…I highly recommend it! Most of my favorites were along the Brown 5 line, as well. I also loved Mayakovskaya, Arbatskaya, Aleksandrovski Sad and Ploshchad Revolyutsii. We’re heading back in a few weeks and plan to do Metro Tour-Part 2. We hope to see the #5 stations we missed before, as well as explore some of the Dark Blue #3 (Park Pobedy and Slavyansky Bul’var, for sure), Yellow #8 and Olive #10 platforms.

That’s exciting Julia! Curious to see your Metro Tour-Part 2 experience and the stations you discovered.

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