REVIEW: Everything Wrong With a 6.0 Powerstroke
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- čas přidán 8. 07. 2024
- What could possibly be wrong with the Ford 6.0 Powerstroke #diesel engine?
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We cover all the common problems with the Ford 6.0 Powerstroke / Navistar VT365 diesel engine, discuss design issues, serviceability, downtime costs, EGR, horsepower and torque, and compare it with various engines you might consider including the 5.9 Cummins ISB CR, 6.6 Duramax, and of course the 7.3 Powerstroke. #RichReviews #EWWengines #AnsellProtects #PoweredtoProtect
Big thanks to Tewsley Auto Parts & Recyclers for the 6.0!
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How To Videos referenced:
Tug of war • POWERSTROKE VS CUMMINS...
Exhaust note • INSANELY LOUD 6.0 POWE...
Air leak test • 6.0 Ford Diesel | Air ...
Dual alternator removal • 2004 F350 6.0 Dual Alt...
IPR replacement • 6.0L Powerstroke IPR R...
Front crank seal • Ford 6.0 powerstroke d...
Stand pipe & dummy plug • 6 0 POWERSTROKE DUMMY ...
High pressure rail sealing • High Pressure Rail Sea...
0:00 Everything wrong with a 6.0 Powerstroke
2:02 Design issues
3:37 Disassembly
5:33 Sponsor - Ansell Gloves
6:32 Map sensor
6:46 Injection Control Pressure sensor
8:21 EGR valve jammed with soot
9:23 Fuel line removal for intake access
11:32 Intake to front cover o-ring
12:13 IPR Valve failure
13:30 HPOP - high pressure oil pump leak
14:30 LPOP - low pressure oil pump walk
14:43 Oil cooler cracks
16:33 Updated oil cooler filter screen
16:45 Stand pipe and dummy plug
18:16 High pressure oil rail ball tube & seal leak
18:33 Diesel fuel injector leak
19:19 Head gaskets
20:16 HPOP o-rings
21:42 HPOP failure
22:01 Exhaust back pressure sensor
23:37 Misfire diagnosis
24:06 Rocker arm assembly
24:19 Head disassembly
26:22 Cost of ownership
27:35 Vehicle platform years
28:17 Buying tips
29:21 Conclusion
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Thanks to Tewsley Auto Parts for hooking us up with this 6.0 to tear down! What engine should we review next?
If you need more help with your 6.0 Powerstroke, you're gonna want to check out these channels:
@DieselTechRon (RIP)
@FordTechMakuloco
@Powerstrokehelp
You should try and find a Volvo Penta to review....
Chevy Colorado 5cyl
I found the bug czcams.com/video/dl93kwj5pwY/video.html
Please do a Nissan king cab 2,5L turbo Diesel engine from the 98 or 99 trucks with the mechanical fuel pump, imo they seem really reliable and overbuilt, the turbo can be abused to get more power if you remove a vacuum hose and it’ll spin without limit (you’re risking destroying it) but I’ve never had it fail on me
Chevy vortec big block
Props to Ford for making an engine look cramped even when out of the vehicle
Except Ford didn’t make it.
@@Bushy556 navistar’s version of the 6.0 looks a lot cleaner than ford’s version
@@2ndGenBen ford's version of the 6.0 is the 6.7, the 6.0 is an international engine not Ford. Ford took the faulty 6.0 and 6.4 designs and made the 6.7 they use now. The only true Ford diesel is the 6.7 everything else is international.
Ford didn’t make any diesel engines until 2011, before that it was made by a company called navistar international
Yeah, it's called a V-8 Diesel. If you think a 6.0 looked cramped in the engine bay, you'll shit yourself when you discover the 6.4 and 6.7 powerstroke.
I like this guy. He takes this seriously and uses the proper terms and doesn't confirm if he isn't completely sure.
Justin is a great guy. The kind of mechanic you want working on your rig
@@DEBOSSGARAGE No doubt. He's the real deal. Not they you aren't, he's has a large amount of knowledge about those motors because like you guys said, he's worked on them and them only for quite awhile.
i feel profoundly sorry for the guy, that engine is a fucking nightmare, to know it inside out in such deatil is a terrible curse....
@@deadprivacy and even worse he had 6.0 vans. Nightmares
As a 60yo mechanic, this is the kind of person I like to work with. Great knowledge and no b.s.
Today I had a 6.4 in the shop. Hopped in, no obvious deletes, no tuner, and 324,000 miles…I was absolutely baffled…so I pulled it into the shop like ‘this is unbelievable…wait…lemme check something…’ so I popped my head under to look at the cab bolts…obviously they’d been taken out and put back with an impact multiple times, nice little ridge on the corners of the bolts, and im like ‘ohhh, ok, that makes a little more sense’
This guy is a fleet managers goldmine. Eight yrs of 6.0 work makes him worth a ton. Someone gonna see this and make him an offer. Thanks for content
The only place(s) that ford trucks thrive! Fleets!! Where they pay the mechanics by the hour and NOT the job!! The taxpayer foots the bill (or the company with a good accountant that knows how to depreciate and deduct). Private individuals that have to go to the dealership (right after warranty expires) can NOT afford the maintenance. CORRECTIVE Maintenance (repairs)
@@brianstough5286 Now I know why I see so many Powerstroke Super Duty commercial trucks lol
@@brianstough5286huh see plenty of guys running 6.0 and 6.4s without businesses
No kidding about that. He knows the 6.0 like the back of his hand and that’s worth gold right there.
I figured this was gunna be a nine hour Vidya! Hahahah
There's a special place in hell for the twatt that thought out the IPR location
No one ever mentions our loving governments part in ruining diesels
How dare you
I’ve watched your video of that 6.0 startup with the screwdriver probably a dozen times now and still laugh myself silly 🤣 10/10 minty content 👌
I thought it was gonna be at least 9 hours to maybe a week long video haha.
Who else kinda misses diesel tech ron's videos after seeing his name come up ? RIP Ron
Definitely. Great guy
THE OG 6.0 GURU. RIP
I do if you had questions if you called him or emailed him he answers you back and give a video of how to fix it hell of a man RIp in Peace
Ron was cool guy. One of those life is short lessons. It was sad watching his son put out that message and sell his toolbox.
Ron had some of the best 6.0 videos on the web. So informative with his content. His oil cooler videos should be in every 6.0 owners favorites list. RIP.
The guest you had was top notch on this video to. Very informative and serious, its almost like looking at that 6.0 was making him relive all the nightmare hellish years he delt with working on them.
I was gonna buy a 6.0 Excursion at 208K miles this weekend but that's pretty much a no go. This is hands down the most ridiculous teardown I've seen.
I will say that the truck motors are considerably EASIER to work on than this van motor, they’re configured quite a bit differently… I recently did head gaskets, studs, injectors, turbo, and all the recommended upgrade parts from the heads up and it really wasn’t all that bad even for my moderate mechanical ability.
Lol as far as working on them, try a duramax, thank god they don’t give much trouble because there a bitch to do anything to compared to a 6.0
@@blackcloud444 My intent for the Excursion was give it a few miles and Cummins swap in a year or two. This is too unreliable to drive for a while at the mileage I was looking at.
@@shortbusoverland5473 Was that with the cab on or cab lifted?
@@elvism684 I did it with the cab on as I didn’t have access to a lift, it would have been easier with the cab off for sure but it still wasn’t too bad.
i loved the 6.0's, we had at least 2 in the shop at any given time. They kept us busy and made lots of money.
Yeah because you probably performed half assed work and over charged like most fuck head mechanics.
@@swashington942 really? more like having to deal with idiots like you
@@Lou-je7nh Yeah they’d have to be idiots to pay your dumb ass to do work they could easily do themselves.
@@swashington942 I love working on my own vehicles and do everything myself, except for alignments and changing my tires. After watching this in-depth video and seeing a 6.0 taken apart, I would never want to work on one if I owned it.
Labor isn’t cheap. Did my own 6.0 tear down to the egr cooler & it took over a week learning & taking your time.
I also did injectors plus a lot of the updates mentioned here. She runs beautiful
'I don't know how the [egr] delete kit works". That's the exact answer I tell strangers too.
Exactly, no one wants an EPA court summons in the mail, shame diesel Dave didn't know that though.
I have never ever seen or performed a crack head mod. I don’t even know any crack heads...
Seeing all the failure points, I'm astonished it got off the engineer's desk in the first place. But honestly, this looks like an engineer's dream - make it overly complicated and failure prone because it works in a lab.
Well this engine was basically design without the egr system then DOT required it so it was a rushed retro fit.
That is why the engine was phased out over all. Navistar when under and didn't want anymore money it.
Why they didn't go common rail though is weird.
I wanna rebuild a 4.5L power stroke for a bronco. just an exact v6 of this engine but a split journal crank.
Which means HUGE aftermarket. Like to see about 400-500 hp.
Biggest upgrade would be stronger crank for it.
@@genestarwind4610 That makes a lot of sense! Anytime a retrofit happens, it means lots of complications and issues because it doesn't seem to go through proper testing.
That sounds like an interesting project for sure!
@@TheRoostersGarage Look up Ecostroke ranger. Another guy did it but never saw what happened.
Now emissions are good. This was just bad implementation of it.
I hold the same view as Gale Banks (The Diesel God) Rollin Coal isn't cool or smart it is literally wasted power. It is unburned fuel and unburned ponies. If I buy fuel I want as much HP/TQ I can get out of it. Anyone can make black smoke. Smart people save that money and make power and MPG.
@@genestarwind4610 I also agree with Gale and have seen the issues from overfueling which are just carnage. I've made power and increased fuel economy for years with every vehicle I've owned by adding air because from the factory, most vehicles are running too rich. When I moved into the diesel world, I approached it the same way and have had good results so far with stock injectors, stock fuel pump and an incredibly responsive truck that passes emissions without issues.
@@genestarwind4610 Unless I'm mistaken, this is common rail. Fuel is fed into the head in a common gallery and the Injectors are fired electronically. No, it doesn't look like others (Cummins) but the fuel is in a common source for all the injectors. The Oil pressure augmented the injector pressure since there wasn't a mechanical injection pump like a 6.9, 5.9 or other older types.
I bought a used 05 6.0 that was already bulletproof . Ran great for a few months, then it decided it didn’t want to start when room temperature to operating temp. (Started great when cold) Tested and changed multiple things. Finally figured out it was the main engine wire harness. Figure they ran the harness by the lifting ring on the driver’s side like an S and over time it broke a wire just enough to separate when warm but close the gap enough when cold and act like nothing was wrong. Wire harness for the win!
Gotta hand it to Rich on this one. He does a great job of maintaining that careful balance of engagement with the person he’s working with, without stepping all over them, and also not being distracting, or cutting into any cheese factors, trying to be the star of the show all the time or anything else like that.
Not easy to do. Very few media personalities in any medium can work like that with other people and have it be so natural and work well. Props from deep in the BC rocky mountains!
@sean cool story bro.
In the 6.0's defense- they do tolerate multiple teardowns and reassembles. Over and over.....
Don't bother using anti-seize, it will be apart in 4 months again anyway
@@DEBOSSGARAGE so there complete crap?
@@allinaday3526 I believe it’s common knowledge that the 6.0L and 6.4L Powerstrokes were the worst engines Ford has ever had in their truck. It’s pretty crazy when you think about it, because of you look at profits F-250 is the most markup of anything Ford sells. You would think Ford would jeopardize that.
@@FoolOfATuque yes, i am well aware of that!
@@FoolOfATuque murdered brand loyalty... this is why we see so many ram service trucks
The biggest issues are boosting, not using factory filters, and not doing general maintenance. I was fortunate to buy one used that the original owner had serviced at the local dealer. I paid less than $250 per injector for new Ford ones, and glow plugs are easy to change. When I bought mine, the first thing I did was put new batteries in it, which fixed the starting issues that helped me get the truck cheap. Then I had the EGR issue corrected. At 240,000 I pulled an oil sample and sent it to Blackstone in Indiana, it came back below normal wear. I then decided to dump money into my truck instead of going into debt on another used diesel. The turbo was giving me signs that it was weak. I could have spent a lot less money, but while it was apart, I went crazy. New turbo, high pressure pump, fire ringed head, studded, new clutch fan, all hose, new belt, and other pieces. My head gaskets were doomed in the near future. Most of the blue gasket seal was gone. I am at 280,000 miles, the truck was built in the first month of production of the 6.0. In back it has the 7.3 filter housing. I would drive it anywhere, and have. I do have a tune on it, a tow tune for mileage, which jumped power quite a bit, just not overboard. When I bought the truck I did not want a 6.0, but it fit my budget then. I also did not want an automatic. I looked it up, and it was rated 150 ftlbs than the Allison of the same year. My mechanic loves 6.0's and said he only replaced one automatic, and picked up a low mileage one cheap. I love my truck, and it has a lot of miles let on it.
I just picked up an 06. Hoping it will do me well!
Where do you get the tunes?
I’ve been told you have to get tunes in Canada now, for a deleted truck.
This video brought back all my 6.0 nightmares. I had my 6.0 for 8 years and everything failed....sometimes more than once.
When you get the bill from this guys just know, he is worth the money and pay the man. A man's knowledge like this is priceless.
Good to see DieselTechRon's old video's still pop up for references, absolute shame of his passing. RIP
I just did a full tune up on an 6.0 e350 and this guy understates how rough it is working on that engine inside the Van. I also did an egr delete, best option in my opinion is just to get a welded EGR that way the coolant passes as it normally should but encounters no hot gasses. Having to pull a motor mount to roll the engine to change valve cover gaskets.....doing this without a lift was no fun. Hats off to you justin for workin on these all the time.
I got a friend with a rare truck. 6.0 powerstroke 05 dually with nearly 1.1 million miles on it. Original block, last set of heads and headgaskets were about 800k ago. Religious maintenance on it and knows it inside and out. Only replaces an injector as needed, not all 8 at once. 1 Injector is original to the truck. It is deleted with a tow tune and runs beautifully being that it pulls trailers 70hrs a week up to 26,000lbs everyday of its life. Oh yeah, the trans has never been apart either. Love the video
I laughed when I saw that this was by far his longest "Everything Wrong" video.
Everything good would have made it 30 seconds
I thought the exact same.
I was thinking same thing 🤣. This weekend i learned that my want for a newer 5.0 mustang is no longer wanted. If you happen to lose your transponder key, your screwed. Locksmith can open your door, but i will go into theft mode. Doors wont shut, windows wont roll back up when shut, no manual way to lock the doors, its all electric. Its absolutely a nightmare. Friend lost her keys on a bike trail, we couldnt find them and it turned into a debacle for her
I'm so glad deboss does these videos goes through all these different diesels and tells us the common faults in them. Which is a hell of a lot easier than going though 20 different online forums with conflicting information just to see if it's worth putting the money into them many thanks Ritch for making these videos.
We try to go in depth and show why. Justin worked on these engines for 8 years straight, and still fixes all the 6.0's in the area
@@DEBOSSGARAGE yeah that's what I enjoy about these videos if you ain't sure about the engine as a whole you get someone who is well experienced in that specific engine
Without these videos I could not buy anything else than European cars with diesels in them.. Info is all over the place on forums when you try to find info on cummins, powerstroke etc..
At one point I bought a cclb 4x4 6.0 with 324k miles for 3grand and I already owned a 94 cclb 4x4 7.3 idi non turbo (175k miles)and I was trying to decide which truck to keep, after some research the choice was easy. Old slow and easy to work on/ cheap to maintain and insure. Sold the 6.0 for 6500 and glad I did. The tricky thing is they are great looking trucks, have good breaks stout in general...but having an idi is what lead me to old peg leg! Now the prices of 6.0s are way up like everything and people claim they are fixed.... There's nothing you can do to fix an overly complex design with so many things that can fail...the sad thing is people buy them cheap to save money!
If you have to put diesel into the fuel tank to drive it, make sure to have 3-5k on hand at any given time to cover repairs. Any modern diesel will be expensive to fix. Even more expensive if you don’t have 12 disposable hours for many common repairs. Regardless of platform.
So how many hours? 12 hours a day. Lol. I learned so much man knows his 6.0. You got a new subscriber
I just realized what I like about your show. You got the balls to stand up to overwhelming odds & speak the truth. Not many like us around these days. Your family can be proud of their Papa...
It can't be everything wrong with the 6.0, only 30 minutes long lol
Had a great guy who knows his stuff so he it went by quick.
Hahaha top comment, my buddy bought one of these trucks for 18k in 2015, it was beautiful but one year later he had to dump 10k into head gaskets and other things cause it was juiced up and then after it was fixed he drove it another year and put on another 8-10 thousand miles until the next major failure which cost him another 8k so at this point he had 40 thousand dollars into a 2006 with 160k miles on it. Meanwhile I bought my seconds gen around the same time 2016 and still drive it daily and I’ve spent maybe 5k in repairs/parts (myself doing all work) that kept it running. I can’t see these 6.0 trucks being on the road in the next 10 years there’s just no way.
@@wheelinndealin the answer is tons and tons of mods; egr deletes; coolant oil deletes; head studs...fire ringed heads...etc you get the point
@@wheelinndealin they'll stay on the road tell used 6.7 powerstrokes price decreases. I know alot of guys at my votec that dump money into 6.0 because they like passing sport cars with a 8000 pound trucks.
Lmfao! 😂😂😂
Great video. Nailed most of the points.
Couple missing items:
-Updated fuel pressure (blue spring) Helps maintain fuel pressure under load. Injectors get damaged under 45psi.
Making sure FICM Main power voltage is above 45 volts. (47-48 volts optimal) Weak FICM can damage injectors.
-Oil coolers plug due to contamination in coolant. Restricts the flow in the EGR cooler causing it to crack. coolant enters the intake and raises cylinder pressures-floating the heads. EGR coolers typicall build coolant pressure fast and release fast. Pull EGR valve if its wet=cooler.
-Head gaskets require a long pull up a good hill with a trailer and get the boost up. pressure will slowly climb, but maintain presssure until cap releases at 15 psi.
-Oil coolers can crack. Either in winter due to poor antifreeze mix or seals let go in an overheat. oil pressure is higher than coolant, so it will pump engine oil into cooling system. It makes a mess. I have had that happen once to my personal truck coming across canada. We broke down at 9 am. Started wrenching at 10 am. Back on the road by 6:30 pm. 7 hour job with canadian tire ratchet, wrench, and pliers set. Brake cleaner, shop towels and a 40L plastic tote to drain the cooling system.
-Never use a dorman oil cooler. Most aftermarket coolers are good, seals are horrible. Buy a ford seal kit, mahle, or fel-pro.
I use fel pro for gaskets. Exotic Head studs is a great alternative to ARP at a fraction of the cost. If you are going to push 600 hp, I would go with ARP. but for stock injectors/turbo with a tune, they hold up just fine.
-The 05-10 cast iron HPOP's RARELY fail. the 03-04 aluminum pumps are known to get weak, ball bearing blows out the side and causes low oil pressure at idle, hot no starts, etc.
-Once you go into the oil system and update the STC, stand pipes and dummy plugs, I have never had a high pressure oil leak on that same truck. Aftermarket injectors are known to have bad seals. improperly installing the oil rail can snag an o ring and cause damage. That is installer error.
-Disassembling injectors to clean is not hard. However if you tighten the nut on the spool valve coil too tight, the engine will run great cold, but after 5 mins of running, you'll have multiple cylinder missfires. torque on injectors is critical.
-Camshaft and lifter failures due to improper valve geometry. There is an updated push rod. its the 6.4L one. about 0.100" shorter. If you are doing heads. At the bare minimum order new push rods. You can only change front 8 lifters. Rear 8 require engine or trans removal and rear cover removal.
-Aftermarket oil filters are the #1 source of oil contamination. They cause numerous IPR failiures. But they are easy to flush out and clean. I have only had one valve go bad from an engine overheat.
-Turbo chargers do commonly get "stuck" The unison ring rusts on the center cartridge. cleaning the carbon up and slightly enlarging the inside of the ring with a die grinder adds a bit of clearance to make them less likely to stick.
-Up pipes can crack and fail. Exhaust manifolds rust out. (same as 7.3L but much easier to replace)
-Never had a bottom end (rods, pistons, crank, bearings)
-Never had a transmission failure.We have 8 6.0's in the fleet in ontario. Most are landscaping trucks, water trucks or plow trucks. They are always hooked to a trailer. I've never driven a more comfortable pulling truck. The shifts are bang on, never hangs a gear. Never lugs a gear. And if it isn't running right, fix it.
-My personal truck has had bad head gaskets for 2.5 years now. (75 000 km ago). Never once has it left me stranded. It uses about a gallon of coolant every month. It has stock head bolts. I am curious to see what it looks like on tear down.
I've had to work on old second gen dodges as well. zip ties has it right. they're a glorified shipping crate. From the bad wiring, cracked dashes. horrible front ends, horrible steering. death wobble, horrible transmissions. Wheel bearings need to be removed to change brake rotors. tiny transmission coolers, horrible to access starters. bad brake line configurations. Fuel pick up rotting out. Fuel tank straps rotting out. Having to drop the engine mounts to access the rear valve cover. Pulling the head to pull the engine out of the frame, etc. By the time you fix ever one of those issues, you'll be doing it again because the front end is worn out....again. My lawn tractor has a better suspension than a second gen!
Lmao he’s looking for good suspension on a truck 🤡
Jesus’s that’s a lot of issues
This guy sounds like he’s made good money fixing 6.0’s, but has absolutely had his soul sucked out in the process
"Cummins in a Ford, with the Alison trans" truer words couldn't have been said!
But..... the original 5r110 behind the 6.0 was a pretty solid and reliable unit.
Allison’s aren’t as great as people think.
@@EXwifeKILLER thank you lol, people love that word
@@smokeroverstroker2778 I'll take a 5r110 over an Allison any day.
The trans on my 2006 f-250 went out at 225,000. thought mine was a fluke but I talked to several other owners and found that they had replaced theirs earlier than I had.
webb service history and usage?
Brother THANKS for using my clip! Holler, would LOVE to get you guys on our Podcast show! 😉🙋♂️🤝 Tty soon
My Boi!!! ^^^ULTIMATE Ford Powerstroke Channel on CZcams^^^
@@Adrenacyde no lie💯💯
Really like this guy. Quietly spoken, knowledgeable and said "no, I don't know so I'm not going to talk about my ass" about egr delete. Refreshing very nice to watch and listen to!
Probably worried that the Canadian equivalent of the EPA will come after him if he even admits he knows what an EGR delete is.
This was so informative. I’m going to go watch all of your other ones. Thanks for sharing.
I’m so glad that I went with the 7.3L over the 6.0L. even if the 6.0 is putting out more power, the maintenance and ease of fixing things on the 7.3L make it the much better option.
So glad the cab is lifted on my 04 F350 right now and a nice 5.9 is slotted into the frame... After doing HPOP and then oil rail orings, then an EGR delete, it had a few injectors decide to no longer want to work.. So a nice p-pump 12v is now sitting in my 04 F350 King Ranch. Just waiting for my ZF6 to show up so I can drop the cab back down.
Good choice with the zf6. Love them
Adding secondary fuel filtration 2 micron is extremely important. Your injectors will love it.
@@JohnD595 I am stoked to get it running. My 7.3 is a ZF6, so it was an easy choice to ditch the 5r110 for a ZF6 on my swap.
Tell us how it goes
"How many hours for the EGR coolers?"
"Oh you're into it for at least 12 hours a day"
I lost it 🤣🤣🤣🤣🤣
Its easy on a truck but a pain in the ass in a van so i dont doubt it 😂😂
Studio you must be a 7.3 owner. The 6.0 guys didn't find that too funny
@Supercreech yeah I was like if this guy takes 12 hours + for that he shouldn’t even touch these trucks. Then I remembered it’s the van, which just makes everything 10x more difficult
@@KDlGG The egr cooler on a van isnt that bad. I replaced mine in six hours and im not a professional mechanic. That being said, this "professional" mechanic seems to exaggerate how long it takes to work on these engines.
@@andrewb9708 well we also have to tie in he’s likely getting paid by the hour, so he’s gonna wanna get his moneys worth. the stuff on the van is more difficult than the pickups but that being said. Definitely not a job like he’s talking about
This video is awesome! You should have more guests on and tear down other engines like this, very informative
We're running one at work, and it did us about a $9K repair bill on the injectors and fuel system. Was down for about two months. The cab and the bed of the truck had to be removed, so there was only the frame rails visible when you looked for it in the shop. It's better now, and we use it every day. Liked the breakdown and analysis. Nothing is perfect. You got to respect the folks that keep things like this running.
well shit for 9k you could just buy a better used truck lol
Jeez what did you replace for $9K? I just had all 8 injectors done in mine (had one that stuck open) new standpipes and an oil change for $2,620.
@@williams6550 The better question is: why the hell did they pull the cab just to replace injectors? If you're pulling the heads, I can understand doing a cab-off...but for injectors...never heard of that. $9k for injector replacement is pretty unbelievable (a set of factory Motorcraft injectors are ~$1500). As a longtime owner of two 6.0's, I come across quite a few of the "my buddy had a garbage 6.0" or "I had a 6.0 and it was junk" stories. When you start asking a few questions, you realize these people never owned a 6.0, have probably never ridden in a 6.0, but jump on the 6.0 hate bandwagon because monkey see monkey do.
A souped up 6.0L just flew past my house as I was watching this, I didn't see it but that sound is unmistakable 😂
I've got an 04 with a KC Turbo and 5inch exhaust and it sounds real pretty, especially downshifting in a tunnel.
On his way to the shop for a full rebuild after 100 miles
its all turbo
@@dsruddell only at low rpms
I personally like working on the 6.0s. Once you wrap your head around the HEUI injection it's not hard to keep them running. I've worked on many with over 300,000 miles on stock head gaskets with stock head bolts. One had 475,000 miles with no major repairs. The biggest problem with the Powerstroke is the ease of tuning. It's so cheap and easy to turn them up way past the point of reliability.
Sometimes things get blown out of proportion, but i must say this is not the case with the 6.0. I dont doubt your experience, but they screwed over thousands of hardworking people that bought these trucks, let alone the commercial applications. There are people who made a living lifting ford cabs, and this should not be the case.
Yes and no. The o-ring design on these is asking for trouble. Yeah if you keep it stock you can reduce issues but that is any headgasket/engine. The fact the hpo system relies on so many orings is asking for trouble on a rough life truck. Still Wes your more of an expert than me but ill stick with 7.3l
Nah I've owned 2 of them .both big piles of crap
Love your channel! One thing to keep in mind when tuning a 6.0. They are already turned up from Ford. Navi star designed them for a certain HP. Ford was in a HP war so they turned them up for the advertising claims. Best to leave them alone.
@@cbake9440 i own 2 of them too and they run great although I do proper maintenance on mine , also Fomoco only on any part needed
Far from being any sort of mechanic of repute, my mind is always blown by how complicated diesels have become due to regulations. Plastic hoses and pipes, cheap gaskets and o-rings everywhere, incredibly complicated wiring harnesses for engines requiring no ignition system, and manufacturers are really restricted, due to cost, to elegantly simplify these engines. I just will never buy anything 21st century if it's diesel or having one while living in an area requiring emissions checks. It's just not worth it to occasionally tow anything. Saying that, it's fun to watch other guys tearing into these poor engines.
While yes every company had to add emmisions equipment cummins still has their core engine the 6bt they offered in 1984. It had 2 valve per cylinder added in 98 and they stroked it in 03 ect but the basic engine architecture s still their. I will never buy another truck engine.
Back in 04-05, I made all kinds of money in my service truck because my Cummins ran and all the 6.0's were in the dealership getting fixed. These days, I'm rebuilding and running 6.0's with good success now that I know what to look for. But great video! You guys nailed it!!
im thinking on buying a 6.0 engine just because they're fucking cheap and no one wants them, plus would make for a good performance build if key issues were addressed.
Ours wasn’t in the shop ran great towed all its life until it was traded in for a 6.7 powerstroke
@@CoyoteFTW. Those were company operated F450's/550's and it was the usual... they would drive them like they stole them. Idiots can break anything. The 5.9's were bulletproof but the chassis was limited to a 3500. These days I update the early 6.0's, leave them stock tune and they are awesome. Starting to use the F350/6.0/4X4 chassis for some Hot Rod stuff.
Every one of these 6.0 Powerstroke videos makes me feel lucky to have a 7.3 Excursion with forged rods. It’s funny how the 6.0 fanboys will say “oH tHe 7.3 iS So sLOw” and yeah your 6.0 might be faster from the start, but I’ll pass you up when it’s in the shop lol
Edit: wow I really triggered some people here 😂
That 7.3 has been through everything including gas in the tank. I haven't watch many of your newer videos but I'll check them out
@@jnk26 indeed, pumped it out and changed the fuel filter, not a single issue
I'd rather have a truck with more power that I actually enjoy to drive than drive a turd thats reliable even if it's higher maintenance. Thats like saying hey I like my girlfriend because she never has to stop by the salon to get her hair done, but her head looks like a mop. Congrats I guess? lol
7.3l does not make any power, I have owned a 7.3l and own a 6.0l currently. I don’t know if you don’t do any work with your trucks or just like to play around going to the grocery store but the 5R110 behind the 6.0 is miles better than the 4R100. Using both for work the 7.3l left me stranded several times with cam and crank position sensors, plus a HPOP. Not to mention they leak like a 5.9. My 6.0 has not given me any problems besides a fuel pump. It also is way better on emissions and gets decent fuel economy.
500k kms on mine on OEM heads, no deletes, no performance enhancers. 2006 F350 CC Lariet FX4. Never seen the inside of the dealer except for E-testing and tires. BTW I also get better fuel mileage than a 7.3L, have a much better transmission and I like the sound of mine better.
Finally, we got review on most hated and loved pick up truck diesel engine ever made__PERIOD! I am going to make a cup of tea and watch) Thanks a lots! Cheers!
Nobody loves the 6.0
@@louiewatson9389 WRONG.
@@louiewatson9389 I love them and own two, a 2004 E350 van and a 2005 pickup. Both bulletproofed and have been 100% reliable post bulletproofing. I also own a 96 2500 regular cab 4x4 12v with an nv4500. All three are a lot of fun to drive.
@@louiewatson9389 F'in love it, my tires don't though.
You 6.0 guys have to be thinking "I'm going to be listing my sh$tbox next week on marketplace."
Nice to see a old clip of diesel tech Ron in there.. That guy new his stuff. Got me through a bunch of 6.0 stuff when I did fleet work.. R.I.P. Ron
375k on my 6.0 had one injection fail and the ipr failed and pumped oil out the wire plug. Truck gets rode hard and put up wet, gets an oil change with the change of the seasons. No deletes
I was super close to buying an 2006 6.0, but then I actually bought an 05 LLY Duramax. I'm so glad I did🙏
Way better choice.
Cheers you guys, thanks, enjoyed the video.
Love my 04 stock Excursion with the 6.0 tows my 33ft travel trailer up to 10k ft with a family of 6 without much complaining. Needed initial engine work at purchase but have put on 50k miles since without issue🤞
I have had zero issues after the initial 6 months with my 6.0 in my excursion. I found that the main issues was stiction and the head gasket. I prevented issues by just changing the radiator cap every 6 months and using hot shots stiction eliminator. I did have issues within 6 months of purchase and it was both head gasket and stiction. Since I did both those preventative measures, the engine runs great and smooth.
2004 Ford Excursion 4WD Eddie Bauer.
It probably took a while to post cuz it took so long to figure out all the problems
Love the input guys experience comes in handy and you guys show it
Videos like this make me appreciate my 5.3. All the room in the world to work on them, and no real problems aside from the standard power steering leak.
Those vortecs are so great to work on, even when I just started wrenching with my dad it was still a breeze
@@garyaustin7987 i know, i can literally stand in the engine bay. Plus nothings crammed into a stupid spot, which is nice
5.3 pretty damn weak compared to the 6.0 tho
It's about time you did the 6.0 lol. I'm rocking the 2002 ford excursion 7.3 with almost 300k miles on her. Old and reliable
And slow
@@geoffmorrow3956 mine is the same. May be slow but it's reliable. Eventually I will be doing an Allison swap on my 7.3L excursion.
@@geoffmorrow3956 it's an excursion though. Who cares if it's slow
I've got a 2000 F-250 with 320,000 on it. Still runs great. Take care of the injectors and glow plugs and they'll run pretty much forever
All you 7.3 guys needs to look at your leaking oil “cooler” reliable sure but they do break lots of things and people just neglect them. 02 and 03 have powdered metal rods that break the first time it ever overheats there are plenty of 7.3 problems don’t ignore them
That poor guy has spent years of his life working on those piles of crap. Nothing like the feeling of getting one running just to say oh I’ll be back here in about two days. 100,000 miles on the odometer 60,000 of the were behind a tow truck.
You can even hear the defeat in his voice. Almost like he is depressed that he has wasted so many of his best years.
😂😂😂 FORD=SHIT
Ive got two almost 3ook miles no problems, main trick is put the ford motorcraft diesel oil in it, egr delete, studs, blue spring, 7.3 fan adapter, stand tube, upgrade, ficm re program, let it warm up a bit dont abuse it too hard towing she last Well over 300k
My dads at about 300,000 now.
It's nice job security. You can make some good money with all those high labor jobs. Lol
I don't even own a diesel. Love this content and this guy. Way to let him dump high level experience and wisdom on us.
Was an International tech for 10 years, I couldn't even list all the issues we seen with the VT365 (exact same engine for most part). I did see quite a few turbo failures and a lot of issues with the VGT vains sticking due to soot build up and/or rusting and pitting. Don't know if they were the exact same turbos Ford used but they were Garrett's.
Yeah Ford and International allowed the turbo vanes to be in the closed position at idle which caused soot build up on the vane fingers. The LLY and up Duramax that also use Garrett VGT turbo idle with the vanes in the open position specifically to avoid soot build up from occurring.
That's a really easy job on a medium duty truck or bus. Much easier to pull the turbo to media blast the vains.
We had a bucket truck with a 6.0, it also ran great as long as the stars were aligned and the groundhog saw his shadow.
Pretty sure ONE of my fellow splicers had a Ford with a 6.0 Powerstroke - it was sent to auction when he retired. All the other newer F450 buckets are V10 3 valves (on my 2nd engine) and the only 2 diesels in our garage are 12V Cummins Ram 3500s, which are much loved by their operators.
@@wes11bravo Hi Wes. Coming at you From New Zealand, we mainly run Japanese and a bit Euro and American in large trucks, Kenworth of the past were regarded as the best. Mate what's this V10 3 valve engine please mate?
My god ... I’m feeling more and more thankful for the ‘94 12v I recently acquired
You could rebuild 3 of those transmissions with what it costs to do one set of repairs on these 6.0 shit box engines.
@@iammekanic9800 bulls***t
Have you fixed the killer dowel pin yet?
I got a d350 that has only third fourth and reverse. Still gets where i need and can haul lots of junk. Dont like the getrag. Waiting for a nv4500 and a front diff to pop up.
Great video! I sold my Banks modded 06’ F250 with 65k on the clock and boy am I happy I did.
thanks a lot for all the information, heck of a resource!!
Dude's super knowledgable! Great content guys, this kind of video is invaluable!
You picked the right man for the job Rich. Admitted you don't these engines too well, so got someone who obviously knows them inside out, which seems to be how you tend to find them.😁 Struck me as an honest, hard-working guy, who gets very dirty.👍👌😁
Love your videos man im 17 waiting to go into diesel mechanic school and i can say i got tones of knowledge from you✌🏼
My uncle has a 2006 F250 King Ranch 6.0 that he got new and not one issue, but he is 87 years old and his F250 only has 13,000 miles and is kept in a heated garage, so I'd probably say his is one of the only "trouble free" 6.0 F250 in the nation.... Great Video!!
You forgot about the turbo vains that get stuck with rust! I worked at a Ford dealer for a number of years and I don’t any of the diesel techs would say it’s a bad engine. Rather it’s a great engine, great for putting food on the table! I’ll have to find my old picture of maybe 6 trucks on our shop with the cabs off 😂
Something to note. When changing the oil the reservoir under the oil cooler for the high pressure oil pump ( 14:30 into the video ) does not drain so your new oil mixes with a gallon of dirty oil right off the bat. Vacuum it out when changing the oil and top it back up with clean oil.
Sure thing, if you want to tear that thing down when changing the oil.
@@toomanyhobbies2011 fr if I had one I'd cry myself to sleep. This thing makes my bmw m57 look like a dream
Oh boy finally lol. After watching this I have some more understanding on these engines, thanks for another great upload Rich
My dad used to have powerstroke from 2006 until some bastards stole it back in 2015. Popo found it in pieces. Never thought I could get attached to that truck. It was sad the truck of my childhood...gone
I have had a 6.0 service truck, which is a laugh to show up to any job with a truck that is more likely to break down on the job before you are able to fix what brought you there.
I had a service truck at work with a 6.0 in it and recently got a new service truck and there were a few times I showed up to fix a piece of equipment and had to call a tow truck to get back to the shop wasn't sad to see it go
Yeah but you could gap anything else on the job site
@@farmerboy9029 have a 2017 f350 now...that thing is damn serious power bone stock
"not one is perfect"
*12v cummins cries in the corner*
Killer dowel pin says otherwise
300 straight six Ford.
@@alexanderc4829 what’s wrong with a 300 straight 6 Ford
@@martintaylor984 Nothing at all is wrong with the 300. I have 4 trucks with one and they all have outlived their odometers. Hes talking about a 12V Cummins.
@@alexanderc4829 Fiber timing gears is about it on a 300.
Had a f450 1989 new with 7.3 loved it!! Bought a 4 wheel f250 in 2003, thought I was getting another 7.3 but got the 6.0 and had nothing but troubles after my warranty
Thanks for all the information. great channel.
Here I am watching this with my 6.0 at 270k miles. Had it apart at 260k to stud it and it looks brand new inside. Hoping to get 450-500k miles if not more before I need to overhaul
I’ve had my ‘04 F350 for 8yrs. It was a bank repo, looks as good as new, no rust, 1 owner, 120k miles & used to pull a fifth wheel camper. I got it super cheap. The hpop went out at 145k. So I shipped it to the Diesel Specialist in Buford Georgia. -EGR delete, BulletProof oil cooler block with exterior cool and big WIX oil filter, studded with ringed heads, new injectors, new IPR & ICP, new pulleys, degas bottle w/updated cap, Mishimoto intercooler tube boots & aluminum radiator. Seems like a lot but I figured while it’s tore down, get everything fixed and updated because I will be keeping this truck for a long time. It’s at 180k miles and runs just as good as a new one. Just did a full service on it today, oil, filters, coolant, front/rear diff and transfer case. The big key to any diesel is maintenance. And I use fuel and oil additives religiously....
@@JOSHUAK71 exactly I just saw a guy comment how he had issues one after another but each one could have been taken care of in one go. When I do injectors it's getting all the love.
Tore mine down for a couple injectors at 197k, made it to 203k and lost an entire bank, HFCM, injector harness, FICM lost sync with crank position, glow plug module and replaced all lines…..
I made it 140 miles and the motherfucker did it again. I haven’t fixed it again yet. I’ll tear into again soon. It’s eating coolant and I’m pretty sure it’s an EGR leak…the funny part is the EGR is blocked off. 🙃
Fuckin 6.0’s…
@@johnnelson7148 check your main grounds,down by the harmonic balancer.... they're known for coming loose or getting corroded, that'll drive you crazy trying to diag....also,main harnesses seem to start to fail after the 10yr old mark
@@mikekopisz1227
I’ll give them a check later on today. I’m not a mechanic but I’ll give er’ a go. It still runs at this point but it’s apparent it’s running on 6-7 cylinders. 😂
I reiterate, I fucking hate this truck.
I work in a school bus fleet repair shop. We have a mix of Navistar engines in the fleet, most notably the Maxxforce 7 and DT, and the VT365 (aka Ford 6.0). In Navistar vehicles with the VT365, we have very rarely seen EGR failures or head gasket issues. Those seem to be more of a ford thing, although it does still happen. Pay attention to the horsepower rating on the valve cover. In Navistar vehicles, the 365 was offered with 175HP, 190HP, 215HP and 230HP options. The fords were shipped with 325HP. The additional horsepower on the Ford platform causes higher EGTs which we think leads to the EGR cooler failures. The extra horsepower also causes higher pressures in the HEUI fuel system that might be the cause of more frequent o-ring and component failures. We've also seen some lifter failures that wipe out the camshaft, but I don't care to speculate on the cause of that. The '03-'04 Ford 6.0s have the ICP sensor under the turbo and are prone to repeated ICP sensor failure, whereas the the '05+ models have the sensor on the valve cover and don't seem to have as many issues. With all of that in mind, I'd much rather have a fleet of 6.0s than the Maxxforce 7 (Ford 6.4) garbage. We can't keep those out of the shop. Great video, great information! I definitely agree with the statement "hear it run before you buy it." I'd also add, get it warm and see if it restarts hot before you buy it!
@jacob yes... CUMMINS has far more problems than the Dodge boys want to admit. The fuel systems on the late 5.9 (03-04) and early 6.7 (04-06) were absolute trash. I can replace injectors in 2 or 3 6.0s compared to one cummins
@@VAHOSS LB7 duramax be like “hold my beer”
Videos like these make me feel so lucky my heavy mileage rig has a gasoline 2uz.
Went thru the EGR cooler tube breakage in my 04 F250 w/6.0 at 102,000 miles, blew without warning. Cost me 5500.00 at the local Ford shop to get it fixed....they had 3 motors backed up and waiting for the same thing mine had.
that dudes dropping knowledge by the truck load.
I daily a 6.0 it's been good to me,I'm a firm believer of keeping them stock or close to stock,and regular maintenance
Same here
Bingo. Tune them and all bets are off.
Got an 06 with 210k I’ve only been into it once it has been very good to me. Don’t trust it like I do my 7.3idi but you can’t beat mechanical
I have an 08 e350 6.0. Awesome motor. Im religious about oil and fuel filter changes
@@TR-ut3yh yup. I am with all my vehicles.
Very good video, saving a lot of time and money with this video.
Brings back such memories! So glad I am FORD FREE over five years now!
You guys nailed it, all the problems we had with our 6.0
I love my 6 leaker!!! Took a few years to get all the kinks worked out, but after 17 years of ownership I can honestly say that it's never left me stranded. Only found myself on the side of the road once when I got into some bad diesel and my fuel filters were too gelled up to pass fuel. Still pulls the fifth wheel through the mountains just fine 👍👍👍
Same here... 2004 F350 with 500k miles. Did spend some money and time eliminating a few weak points. I'll never own another truck. I'll take it to the grave with me.
So your the one
Doing injector cups RN. The tool is about $280, comes with new cups, and new injector rebuild kits. Had an injector cup lift off of the bottom seat, the adhesive let go and allowed exhaust gas to push into the collant system.
The biggest problems we saw with them was the egr cooler and oil cooler. Changed them both at the same time every time.
Great video 👍 Every engine designer should watch this video,then send them to a engine shop and repair them.
We use those HyFlex gloves at the Toyota Manufacturing plants. Theyre awesome and long lasting
I always hated the nitrile gloves because the first sharp edge they are hanging off my fingers. These are 100x better
I enjoyed the hell out of this video. Thanks for posting. It's a wonder any of these are still on the road and surprisingly people still pay top dollar for these trucks.
Enjoyed that lads thankyou
awesome video, thanks for taking the time to educate us Your channel is always so much fun to watch
Thanks!
Thank you for this video. Makes me truly appreciate the simplicity of my 1990 Mercedes 300d and 1981 nissan sd22
I love these videos they really dive into what makes a good engine and what makes a bad one!
That us a long list of problem areas. I'm glad I sold mine before I bought the dealer a vacation home
God bless the guy who's worked on these things for 8 years there's no way I would have the patience to do that
Hey that man has the right idea there will always be a broken down 6.0 meaning u always have a paycheck
@@a.ortega4505 unless it paid really really well it would not be worth the frustration 😅
@@trxcummins7388 yeah I guess I didn't think about all that.
Man my old 7.3 PSD I used to have was way simpler to work on than that old crusty 6Leaker.
Good lord, I’ve redone the standpipes and dummy plugs, replaced the o-rings and mesh on the ipr, which was a treat. New gaskets on the oil rails, injectors were done less that 15k miles ago, new batteries, new icp, new exhaust back pressure, radiator flush with motorcraft gold, and I still have a damn hot no start scenario right now. I don’t know if I have a bad stc or hpop, or bad ball tubes. I run hot shots stiction eliminator in my rotella t6 and the diesel extreme additive in my fuel. I’m over 50 grand into a truck I paid 20 for and it’s just a constant headache to deal with. Great video! Made my head spin!
Michael File: The worst thing you can run in a 7.3ps or 6.0ps is Rotella T. Because the hpop breaks it down injectors stick dump fuel , or lifters needle bearings fail. Only put Ford motorcraft 10w30 diesel oil. Ive been trained by navistar master tech. The problems are widely from lack of knowledge and inexperience. There is no room for complacency with these. Let me know if you need some help.
I really liked the attitude of your guest. He's very knowledgeable, yet quite humble👍
It would have been a lot faster to make an "everything right with a 6.0 powerstroke", lol!
Ya that would be a zero!!
The glow plugs were pretty good. The hood latch on the trucks never seem to seize either so there's that
The short block is good.
A 30 second video...
Definitely need to team up with Bill at Powerstroke help and do a 6.4 video!
That would be so awesome
Bill won't work on 6.4's anymore. I laughed at that video so hard.
@@DEBOSSGARAGE he hates 6.4s!
The don when it comes to 6.0 though.
Nah, dont have to. I dont think there are any 6.4s left on planet earth that havent gone to the crusher.
@@DEBOSSGARAGE we need a bill and rich collab fr tho
Man I don't think that engine coule be more complicated than that. Thanks for sharing the video!