There is no doubt that a 6.0L turbo diesel is the best value in the diesel the market today. If you’re comparing a 6.0L to a 7.3L, ask yourself these questions:
-Which one makes more horsepower?
-Which one makes more torque?
-Which one is lighter?
-Which one has the best axles?
-Which one has 4 valves per cylinder?
-Which one revs higher?
-Which one has more low end and top end boost?
-Which one has better suspension?
-Which one has the best transmission?
-Which one is the least likely to leak oil?
-Which is the least likely to leak fuel?
-Which one is quieter?
-Which one is more fun to drive?
-Which one is more modern?
-Which one has the best diagnostic system?
-Which one is the best price?
-Which one has the most interior options?
Why buy a 6.0L?
- It is a marvel of modern technology
- Much better fuel economy
- Much better emissions
- Much better towing compacity
- Huge aftermarket
- Much quieter
- Best bang for the buck in the diesel market
- 6.0L diagnostic system in unrivaled
- F-series has been the best selling truck for over 37+ years
- Ford has the best fit and finish
- Ford has the best suspension and frame durability
How did the 6.0L come about? It was a replacement for the previous generation 7.3L which was discontinued because it was a technological dinosaur. Most people dont know that the 7.3 design has be around since the early 80's, circa the 6.9L Diesel. The 7.3L is the is the bored out version of the 6.9L, it even shares the same crank shaft. Because of this dated technology, the 7.3L got terrible emissions, poor fuel economy, and also had a bad automatic transmission design, all of which needed to be updated.
The 6.0L reputation.The 6.0L was designed and tested over seas. Due to the competition with the duramax it was rushed into production. Because of the improper technician training and lack of knowledge on this new engine design, many problems arose. One of the most major problems was the breaking down of ambulances costing patients their lives. Ford spent millions of dollars to fix the problems in that 2003 model, but the damage was already done leaving in its wake many jaded customers. The majority of the problems that the 6.0L had were due to poor fuel quality. When the 6.0L was introduced, no one knew how to work on it because it was a completely different engine than the previous powerstroke. The only thing that a 6.0L and a 7.3L share in common is that they fit inside the frame rail, otherwise they are completely different. Because of this there were a lot of misdiagnosed problems. Some of these misdiagnosed problems include EGR, injectors, turbo, head gaskets, oil cooler, and high pressure oil pump.
Common misconceptions of the 6.0 Turbo Diesel.
- EGR Cooler: Reason was because of the poor design which allowed hot exhaust gasses to flow on one side and hot coolant on the other which caused an eventual failure of the cooler resulting in potential major engine damage. The best way to avoid EGR problems is to do a upgraded tube design cooler instead which comes with a lifetime warranty.
- Injector: There are two reasons why injectors fail. The 6.0L injector is a dual stage injector instead of the previous single stage injectors. The dual stage has much more percision that leads to better fuel economy. The number one reason for injector failure was caused by poor fuel quality or improper maintenance of fuel filters. The other cause of injector failure is because injectors are controlled by oil pressure. As a result, a neglected truck without proper oil changes and fuel filter changes may develop injector issues. The best way to avoid these issues all together is simply to do your regularly scheduled maintenance.
- Turbo: Turbo's are commonly misdiagnosed in needing to be replaced but in reality here is what happens. The 6.0L turbo use VGT(variable geometry turbo). VGT involves veins that can change its angle to be able to provide maximum boost at low rpm and quick acceleration. Because of bad fuel quality in early models and/or a factory EGR cooler, these veins get stuck with carbon, causing them to fail. In reality, by todays standard of diesel quality in america this is no longer an issue nor was it ever a design flaw by Ford.
- Head Gasket: The heads have 4 valve per cylinder giving it faster acceleration, better throttle response, and a 4800RPM rev limit. Head gasket failure is the colmanation of two things that happen at the same time. EGT's(exhaust gas temperature) and tow/haul mode. The biggest reason is due to towing extremely heavy weight without the transmission in tow/haul mode causing EGT's to get to a high enough level which cause the factory ford torque to yeild bolts to stretch enough to blow cylinder head gaskets. Always tow with tow/haul mode on when towing heavy weight, and/or upgrade to ARP head studs.
- High pressure Oil Pump: Another large misconception is a faulty high pressure oil pump. In some of the very first 2003 model 6.0L engines the HPOP internal gears were made from a composite which failed. After those first few diesel engines, the HPOP was refined and it is not uncommon to get 200,000+ out of these pumps. A more common problem is a seal on the back of the pump needs to be replaced, but once the kit is installed once it will not have to be replaced again.
In almost every case these issues have been resolved by the time a truck hits 100,000 miles on the early 6.0L which means now you can buy one of these trucks at a heavily discounted price and it could easily be the last truck you ever own.