When these blades get stuck open or closed it can make a 6.0 nearly undrivable. Sooty diesel exhaust can gunk up the moving blades in the 6.0-liter Power Stroke’s turbocharger intake. This is another technology that is now common, but Ford was unable to build both cheaply and reliably in 2003. This varies the speed of the turbocharger and how much it compresses the air flowing into the engine. This technology uses a series of moving blades to control the amount of exhaust gas flowing into the turbocharger. With its 6.0-liter Power Stroke V8, Ford pioneered an adaptive turbocharger. Ford 6.0-liter Power Stroke turbocharger issues Modern Ford diesels have a much more reliable EGR system. Others throw up their hands and delete the system, which is an illegal modification. Some 6.0 owners install a better EGR system. A failed EGR cooler can be one of several issues that causes coolant contamination. Exhaust gas is sooty, and carbon buildups can clog both the EGR cooler and the EGR valves. The 6.0-liter had problems with every step of this process. Then it needs to release a precisely measured amount into the intake manifold, mixing it with fresh air. But exhaust gas is very hot, so the system needs to cool it using the engine’s coolant system. This theoretically improves both emissions and fuel efficiency, which should be a win-win. The EGR system takes exhaust gas and recirculates it through the engine to burn off any carbon. But the new system was simply not reliable. Upgrading this emissions-regulation-driven technology was one of the main reasons Ford swapped from the 7.3 to the 6.0. But Ford also had to add an improved Exhaust Gas Recirculation (EGR) system for emissions reasons. The International and Ford versions of this 6.0-liter diesel V8 suffered oil delivery issues. Another 2004 with 50k miles couldn’t even sell for $17k. Here’s an example, the 2004 with just 35k miles (pictured above) sold for $23.5k on Cars & Bids. Coolant and oil can also contaminate one another due to one of several possible issues.Īs a result, diesel Super Duty trucks from 2003.5 through 2008 have a low resale value. 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. What are the worst 6.0-liter Ford Power Stroke problems? And when the finicky high-pressure pump malfunctions, it in turn can destroy expensive fuel injectors. Debris or deteriorating sub-par O-rings can destroy either of its oil pumps (both a low and high-pressure unit). The VT365 (and the 6.0-liter Ford Power Stroke) struggled with oil-delivery problems. But the VT365 had plenty of issues of its own. Some claim this is the root of the 6.0’s problems. But to compete with Dodge and Chevy’s diesels, Ford turned up the engine’s output to 325 horsepower and 570 lb-ft. International tuned its VT365 for reliability at the cost of power. You could also buy an industrial version of the 6.0 from International called the VT365. But by 2003, it had shifted from branding these engines as “Internationals” to using the Ford Power Stroke name. Ford first introduced an International-built diesel V8 in its 1983 Super Duty pickup trucks. One little-known fact about the 6.0-liter V8 was that it was built by International Harvester. What year did Ford go to the 6.0 Power Stroke?įord 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. We’ll go into detail on both sets of problems and the best way to prevent them. But some issues haunt Power Stroke owners who attempt to modify their 6.0 to increase its power. You can divide the problems with the 6.0-liter Power Stroke diesel V8 into two categories. 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. Before and after the 6.0-liter Power Stroke, Ford built other diesel engines that are probably a better choice for you. This diesel V8 objectively has more issues than similar engines from Chevy or Dodge. 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. Tuning a 6.0-liter Power Stroke for a higher output can cause even more problems. This engine incorporated multiple technologies that Ford simply couldn’t build reliably at the price point of a heavy-duty truck back in 2003. 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.
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