The 7.3 L (444 CID) Power Stroke was replaced by the 6.0 L (365 CID) midway through the 2003 model year.
The 6.0L Power Stroke was used in Ford Super Duty trucks until the 2008 model year but lasted until 2009 in Ford Econoline vans (Model year 2010). The engine has a 3.74 in (95 mm) bore and 4.13 in (105 mm) stroke creating a displacement of 365 cu in (6.0 L). It utilizes a variable geometry turbocharger and intercooler, producing 325 hp and 570 lb·ft with an 18:1 compression ratio. With fuel cutoff at 4200 rpm, but having a redline of 4500 rpm only attainable with aftermarket performance programming.
Some of the 6.0 L Power Stroke engines have proven to be problematic, and speculated to have cost Ford millions of dollars in warranty repairs and buy backs. They led to many recalls and the repurchase of at least 500 trucks, particularly in the first year. However, aftermarket parts (e. g. redesigned EGR coolers) exist to address these issues. And, with them installed, the 6.0L engine’s reliability improves greatly.
Design issues
Intake & Exhaust
Some of the problems encountered, was the possibility of the variable geometry turbo charger to stick due to carbon deposits and/or rust buildup. This could potentially cause over boost and under boost conditions, which could lead to headgasket failure. Other problems include sticking Exhaust gas recirculation valves, restricted oil coolers. Which lead to leaking EGR coolers, and in turn blown headgasket.
Carbon deposits can be a issue with any engine with EGR, but had a tendency to lead to a domino effect of issues for the 6.0.
Cylinder head
The major problems with the 6.0L was the torque-to-yield head bolts, which in an overboost condition would lead to a blown head gasket. And eventually a cracked cylinder head. The 7.3 and 6.7 Power Stroke engines both have 6 head bolts per cylinder. As well as the 6.9 and 7.3 International Harvester IDI engines. By contrast, the 6.0 only has 4 head bolts per cylinder.
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