FORD 6.0 LITER POWERSTROKE DIESEL A SHORT HISTORY

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FORD 6.0 LITER POWERSTROKE DIESEL
A SHORT HISTORY


Beginning with model year 2003, the 6.0 L (365 CID) Power Stroke
replaced the very popular 7.3 L (444 CID) Diesel. The Power Stroke
turbodiesel was on the Ward’s 10 Best Engines list for 2003. It is a
32-valve pushrod V8. Bore is 3.74 in (95 mm) and stroke is 4.13 in
(105 mm). Output was 325 hp (242 kW) at 3300 rpm and 560 ft•lb (759
Nm) at 2000 rpm, but as of 2005 that was increased to 570 ft•lb at
2000 rpm. Thus, the engine was touted as giving some pickup models
enough power to tow nearly seven tons, while meeting tougher federal
emissions rules.

This 6.0 L Power Stroke was built by Navistar in Indianapolis for Ford
from 2002 until mid December 2006 (2007 model year), during which
years it primarily appeared in the 2003 to 2007 F250 and F350 Ford
Trucks. This engine was actually continued to be used in some E-
series vans until the end of the 2009 calendar year. The engine in the
E-series is the same configuration as the 2007 model year.
In early 2007, Ford introduced its redesigned 2008 Super Duty with the
new 6.4 liter engine as an option. The 6.4 L Power Stroke replaced
the 6.0 L due to new emission regulations for on-highway diesel
engines built after January 1, 2007.

Since its introduction, there have been 77 technical service bulletins
related to the 6.0 L Power Stroke engine. During the first two years
after production, there were some 50,000,000 in warranty claims. At
one point, the 6.0 L Power Stroke, which represented only 10% of
Ford’s total engine volume, accounted for approximately 80% of all of
Ford’s warranty spending on engines. Ford initially repurchased at
least 500 trucks, but then claimed that the initial quality challenges
which Ford and Navistar experienced were rectified.

Unfortunately, owners of 6.0 L Power Stroke engines have continued to
incur exceedingly high repair bills related to the following
conditions:
1. EGR cooler failure,
2. oil cooler clogging, leaking, or failing,
3. oil filter screen failures,
4. fuel injector failure,
5. turbo failure,
6. high-pressure oil pump failure,
7. blown head gasket,
8. cracked head or block,
9. defective Exhaust Back Pressure (EBP) sensor/connector,
10. unreliable variable-vane turbocharger solenoid,
11. numerous PCM (Powetrain Control Module) recalibrations,

Most of these problems above have a common thread: the design of the
oil cooler and EGR cooler assemblies. The failure of the EGR (exhaust
gas recirculation) valve/cooler in the 6.0 L has proved extremely
common. When the valve clogs, breaks, or the assembly becomes
overheated, replacement is required. Replacement of the EGR assembly
may be covered under the powertrain warranty; however, it is only a
matter of time, depending on driving conditions, before the EGR valve
will again fail and require replacement. When the valve fails, the
"Check Engine" light comes on, and the idle may alter. In some cases
when the EGR valve assembly fails, water can be introduced into the
exhaust and circulated back to the air intake, resulting in hydrolock
or, worse, a blown head gasket, or a cracked head or block.
Ford was slow to respond to continued complaints, and never has
completely addressed these issues. There are a couple of aftermarket
fixes for the EGR valve and oil cooling issues. One alternative is
buying aftermarket EGR and oil cooling assemblies. These systems can
cost more than $2500 installed. A second alternative that some have
chosen is to remove the EGR assembly all together. Either one of
these alternatives may void the Ford warranty. In addition, removal
of the EGR assembly may be illegal in some jurisdictions.

Recently, Navistar and Ford have ceased working together in regard to
the manufacturing of diesel engines. In addition, in 2007, Ford Motor
Company filed a lawsuit against Navistar, in which it alleges defects
with the 6.0 L Power Stroke engines. That lawsuit is pending in
Oakland County Circuit Court in Michigan.