• Head gasket failures – Head gasket failures in the 6.0L Power Stroke stem from the TTY head bolt design and insufficient cylinder head clamping, with the problem compounding due to frequent EGR clogging concerns in addition to a relatively hot operating temperature.
• EGR clogging – The exhaust gas recirculation (EGR) system on the 6.0L Power Stroke is often the source of downtime and the EGR valve frequently becomes caked with soot. The symptoms of a clogged EGR valve vary depending on the position in which the valve becomes stuck.
• ICP and IPR sensor failures – The ICP (injection control pressure) and IPR (injection pressure regulator) control the HEUI injection system and often suffer from short life spans. Compounding the problem, they may not be particularly easy to access, especially the ICP sensor on early engines.
• FICM failures – The fuel injection control module (FICM) is mounted to the valve cover of the engine and often succumbs to hours upon hours of extreme heat and vibration.
The International variation of the 6.0L Power Stroke is the VT365, which is rumored to be significantly more reliable do in part to a different emission control system (or lack thereof), resulting from the fact that regulations were less strict for International’s medium duty applications. The 6.0L Power Stroke was last offered for the 2007 model year, being replaced entirely in 2008 by a more emissions friendly (and more powerful) 6.4L successor.
6.0L POWER STROKE SPECS
|Engine:||6.0L Power Stroke diesel V-8 (based on the International VT 365)|
|Years Produced:||2003 to 2007 model years for Ford Super Duty applications
2003 to 2009 for select commerical vehicle platforms
|Displacement:||6.0 liters, 365 cubic inches|
|Block/Head Material:||Cast iron block, cast iron cylinder heads, M14 TTY head bolts, 4 bolts per cylinder|
|Compression Ratio:||18.0 : 1|
|Bore:||3.74 inches (95 mm)|
|Stroke:||4.134 inches (105 mm)|
|Aspiration:||Single Garrett GT3782VA variable geometry turbocharger (VGT)|
|Injection:||Direct injection, Electro Hydraulic Generation Two (G2) injection technology (HEUI injectors, 26,000 psi)|
|Valvetrain:||Single gear driven camshaft, 4-valves per cylinder (32 valve pushrod valvetrain)|
|Oil Capacity:||15 quarts w/ filter|
|Engine Weight:||Approx. 966 lbs w/ oil|
|Emissions Equipment:||Exhaust gas recirculation (EGR) and diesel oxidation catalyst (DOC)|
|Peak Horsepower:||325 HP @ 3,300 RPM|
|Peak Torque:||560 lb-ft @ 2,000 RPM (2003-2004 model years)
570 lb-ft @ 2,000 RPM (2005-2007 model years)
|Engine Dimensions:||Length:||35″ (approx)|
6.0L POWER STROKE HORSEPOWER/TORQUE CURVES
Despite its flaws, the 6.0L Power Stroke was featured as one of Ward’s 10 Best engines for 2003 in their annual top 10 review of the automotive industry. The engine is praised for its quick spooling variable geometry turbocharger (VGT), a characteristic that the industry had yet to see in a diesel engine. While torque does not peak on the 6.0L Power Stroke until 2,000 rpm, its torque curve is relatively broad and the engine is well suited for towing.
It is said that the earliest 6.0L Power Strokes were plagued with the most severe problems. However, it is difficult to prove any correlation between the engine’s model year and the percentage of trucks experiencing technical difficulties. The engine’s, regardless of model year, are temperamental – many of the sensors and problematic engine systems have been replaced by updated parts, so factory replacements are often of higher quality than the originals. The key to avoiding problems with the 6.0L Power Stroke is understanding the cause of the common issues and meticulously following the recommended service schedule provided by Ford Motor Company.