Every Ford 6.0L Power Stroke Diesel Issue Solved

Power Stroke Problems Ford Super Duty With Cab Lifted Off Frame

If you’ve been actively involved in the diesel scene the last 5-10 years, chances are you’ve seen the cab off of an ’03-’07 Ford Super Duty, or have at least heard about it. Because of the tight engine compartment, it’s much easier to unbolt the eight body mounts, disconnect all electronics from the truck, and pull the cab when addressing the 6.0L’s head bolt problem.

If you’ve been actively involved in the diesel scene the last 5-10 years, chances are you’

The 6.0L Ford Power Stroke engine suffers from one of the worst reputations in the diesel industry—a reputation that quite frankly we don’t think it deserves and one we’re looking to improve. One of the most common questions we’re asked about the ’03-’07 6.0L is: why didn’t Ford just stick with the 7.3L Power Stroke? In hindsight Ford may wish it had, but there are many reasons why the 6.0L Power Stroke came to be.

Keep in mind that the federal government set tougher diesel emissions standards for engines built after January 1, 2003. That meant Ford and International had to invest a substantial amount of money in a diesel engine—just to keep it smog-legal. It’s possible the companies could’ve added an exhaust gas recirculation system (EGR), a variable-geometry turbo, and a higher-pressure injection system to the 7.3L and been emissions compliant. But a clean-burning 7.3L engine still would’ve been at a horsepower disadvantage to the 300hp Duramax and 305hp Cummins engines of the era that both featured four valves per cylinder. The Duramax and Cummins engines also benefited from deep-skirt engine blocks and Bosch’s latest common-rail injection, which made them quieter than the 7.3L.

So Ford and International built an all-new engine that could do four things: meet the 2003 emissions standards, make more power than the competition, improve fuel economy (thanks to its smaller size), and reduce engine noise. International utilized variable geometry turbo technology, digital fuel injection, four valves per cylinder, and exhaust gas recirculation (EGR) in order to get the job done.

It should be stated outright that the 6.0L Power Stroke is nowhere near as bad as most people make it out to be. From a manufacturers’ standpoint, the 6.0L met all emissions standards and survived all the testing performed during its research and development stages. So basically, the 6.0L shouldn’t be problematic for the consumer—in stock form.

Power Stroke Problems Blown Head Gasket Results

This is what happens when the torque-to-yield head bolts fail to spread the load and the head lifts off the block—coolant in the cylinders.

This is what happens when the torque-to-yield head bolts fail to spread the load and the h

This brings us to the power adder aspect that many diesel owners usually dabble in at some point or another. Depending on the technician or mechanic you talk to, opinions on the 6.0L vary. When we spoke to the Power Stroke experts at Diesel Tech in San Jacinto, California, they told us most customers with ’03 to ’07 6.0L Super Dutys operating at stock power levels rarely experience major failures. This makes sense to us. After all, an engine operating within its factory-tested power range will obviously be more reliable, in theory, than one turning more rpm, fueling heavier, and creating more heat and higher cylinder pressures, right? Sure there were quirks, but what engine doesn’t have its own particular set of issues?

With the help of Diesel Tech and Elite Diesel Engineering, we’ve gone beyond the well-known 6.0L EGR and head bolt problems and compiled a list of the ’03 to ’07 Power Stroke’s major faults. We’ve even gone so far as to match each specific problem with the given model year(s) most affected by it and provided you with a reliable fix.

Dave Briggs, a technician at Diesel Tech, is very familiar with installing aftermarket head studs on Ford 6.0L’s. Briggs showed us this stack of 20 empty ARP head stud boxes and said we were looking at just two years’ worth of installs, not to mention the customers that brought in their own head studs. “For a while I was doing one a week,” he told us. Another 6.0L head stud option is offered by A1 Technologies. Its H-11 head studs are said to have even more clamping power than ARP’s, but both will solve the head bolt problem. The factory 6.0L head bolts typically aren’t a serious issue until the engine is modified. According to Tadd Layton at Elite Diesel Engineering, the EGR cooler is also directly linked to head gasket failure. The reason behind this is the EGR cooler’s inability to keep exhaust gas temperatures down causes the coolant to boil, which leads to a loss of coolant. Without an adequate amount of coolant circulating throughout the cooling system, operating temperatures skyrocket and can ultimate
Dave Briggs, a technician at Diesel Tech, is very familiar with installing aftermarket hea
Here you can see the difference between a factory head bolt (top) and an ARP head stud (bottom). Due to the fact that a stud can thread completely into the block, clamping force on the head is vastly increased, and the load on the head is spread much more evenly.
Here you can see the difference between a factory head bolt (top) and an ARP head stud (bo
In this comparison you can see the difference in EGR coolers between the ’03 and ’04-to-’07 model years. The circular design on the ’03-style coolers (bottom) is less prone to plugging up from carbon, oil, and soot buildup than the rectangular-style ’04-and-newer coolers (top). Another common failure on EGR coolers is due to the coolant core seam leaking, which allows coolant to enter the exhaust stream (up into the turbo), or into the intake when the EGR valve is open.
In this comparison you can see the difference in EGR coolers between the ’03 and ’04-to-’0

A possible explanation for why the ’04 to ’07 EGR coolers tend to fail more than the earlier versions is because a round tube flows better than a square one. At Diesel Tech we found a whole box of failed ’04 to ’07 coolers. According to Loren Taylor, retrofitting an ’03-style EGR cooler onto newer engines is not out of the question for those wishing to keep their EGR systems intact and experience fewer problems.
A possible explanation for why the ’04 to ’07 EGR coolers tend to fail more than the earli
Stuck or plugged EGR valves are a common problem on every model year 6.0L Power Stroke. The EGR valve on the left should give you an idea of just how much carbon and soot accumulates on these over time. It should also be noted that removing the EGR valve is a delicate process, and the recommended tool from Ford (PN 303-760) should be used when pulling it.
Stuck or plugged EGR valves are a common problem on every model year 6.0L Power Stroke. Th
According to Diesel Tech, ’06 models were most affected by failing O-rings on oil rail plugs. Over time the O-rings wear, and eventually oil pressure blows them out.
According to Diesel Tech, ’06 models were most affected by failing O-rings on oil rail plu

Gilbert Garcia of Diesel Tech told us he sees at least one truck each week with a blown oil rail plug. The most common symptom experienced when an oil rail plug fails is a long crank, no start situation.
Gilbert Garcia of Diesel Tech told us he sees at least one truck each week with a blown oi
Sticking vanes in variable geometry turbos (VGT) were very common on ’03 to ’06 models due to both an inferior turbo design, and a restrictive turbo oil drain tube. The ’03 to ’05 drain tube (left) was known for limiting oil flow to the point where it couldn’t exit the turbo quick enough, resulting in backed up oil sitting and coking rather than lubricating the turbo vanes. The upgraded-style drain tube (right) can be found on ’06 and ’07 engines and can be used to replace ’03-to-’05-style units. Elite Diesel also informed us that ’07-model turbos came with an internal groove that allowed soot and oil to pass through (no buildup as a result), which greatly reduced scenarios where vanes would stick open or closed. The ’03-to-’06-style turbos do not have this internal groove.
Sticking vanes in variable geometry turbos (VGT) were very common on ’03 to ’06 models due
Troubleshooting the complexities that come with a hydraulically actuated fuel injection (HEUI) system can stump most of us. While rear main seal leaks have been found on some 6.0L’s, the guys at Diesel Tech told us that most owners who discover oil under their ’03 Super Dutys often assume the worst, when in reality it’s a failed injection control pressure sensor (ICP), which is located under the turbo at the rear of the engine valley.
Troubleshooting the complexities that come with a hydraulically actuated fuel injection (H

One problem that is not particularly frequent but worth mentioning is that some intercooler tubes near the turbo inlet are prone to cracking. The only thing is that they’re prone to cracking on the side you can’t see.
One problem that is not particularly frequent but worth mentioning is that some intercoole
This kind of a crack will cause a serious loss of power and will stump the average troubleshooter. The guys at Diesel Tech said the only way to find the crack is to slide a mirror underneath the tube.
This kind of a crack will cause a serious loss of power and will stump the average trouble
Oil cooler failures are common on all 6.0Ls. Oftentimes they become restricted (plugged up) on the coolant side, and other times the gasket fails. Both are easy fixes, but the problem is gaining access to the oil cooler itself that becomes the headache.
Oil cooler failures are common on all 6.0Ls. Oftentimes they become restricted (plugged up

The crew at Diesel Tech also noticed that ’05-model high-pressure oil pumps seem to have the most issues (with the pumps themselves, anyway). This trouble can be anything from leaking seals to complete failures.
The crew at Diesel Tech also noticed that ’05-model high-pressure oil pumps seem to have t
The branch connectors running from the high-pressure oil pump to the oil rails break on occasion in all model years.
The branch connectors running from the high-pressure oil pump to the oil rails break on oc
According to Elite Diesel, early 6.0L injectors often experienced stuck or sticking spool valves, although it can occur on any model year engine. Depending on which position the spool valve gets stuck in, too much oil can be allowed to flow in from the high-pressure oil rail (stuck open), or not enough oil can flow in to activate the injector (stuck closed). Midway through the 6.0L’s five-year production run, Ford phased in an FICM re-flash called “Inductive Heating Flash” that fixed sticking spool valves in the injectors.
According to Elite Diesel, early 6.0L injectors often experienced stuck or sticking spool

The ’03 model years seemed to have had the worst fuel injection control module (FICM) issues. Apparently a lot of ’03 model trucks came back to the dealer for FICM reflashing when a pilot injection feature, which was intended to reduce engine noise and improve emissions, would create timing problems on hot start-ups. The result of this was a rough-running, loping idle. Later-model 6.0L FICM calibrations didn’t have this pilot injection feature. Another issue, which can happen to any model year 6.0L, is that the internal circuit boards in the FICM burn up—and FICM’s aren’t cheap. Notice the designation written on the FICM in this photo (Bad).
The ’03 model years seemed to have had the worst fuel injection control module (FICM) issu
Another problem common on all years of the 6.0L is wear and chafing of the injector harnesses and FICM harnesses. When the wear gets through the wiring cover, the harness is toast and needs replacing.
Another problem common on all years of the 6.0L is wear and chafing of the injector harnes
Uncommon Catastrophy According to the guys at Diesel Tech, everything has a breaking point, be it a Power Stroke, Cummins, or Duramax. The owner of this 6.0L was obviously not easy on the truck. Poor tuning with extremely high cylinder pressures led to this catastrophe. The fact that the engine had already received ARP head studs couldn’t keep a rod from coming through the block.
Uncommon Catastrophy According to the guys at Diesel Tech, everything has a breaking point

Here’s a look at the valve slap that occurred on the top end of the engine above. According to Loren Taylor of Diesel Tech the engine was turned up courtesy of a poor tune from a programmer and spent much of its life in the 4,000-rpm range—a bad combo for any engine. The owner said he started feeling a high rpm vibration several hundred miles before the rod made an early exit. The point here is that no diesel engine is indestructible, because even when the proper measures are taken to ensure longevity, bad tuning can ruin anything.
Here’s a look at the valve slap that occurred on the top end of the engine above. Accordin
This is another engine that was at the mercy of its operator. Left on its hottest tune, this 6.0L was given the task of towing and working and only lasted 5,000 miles after receiving an ARP head stud install. As a result of too much timing, the piston became the weak link, and cracked. It’s important to run a tune that matches your driving habits—like not towing 10,000 pounds in a race tune. We should also note this in no way designates a 6.0L’s pistons or rods as a known weak link, because everything has its limits. In fact, with spot-on tuning, we’ve seen one of Elite Diesel’s 6.0L Power Strokes make more than 700hp on stock pistons and rods.
This is another engine that was at the mercy of its operator. Left on its hottest tune, th
We also discovered this failure while at Diesel Tech: several hairline cracks (black marker lines) along the exhaust valve ports on the driver-side cylinder head. Proof once again that improper maintenance and operating abuse can cripple any engine.
We also discovered this failure while at Diesel Tech: several hairline cracks (black marke

A Few Things to Remember

Any time the EGR cooler fails, replace the engine oil cooler as well.
Test or change your coolant every 15,000 to 20,000 miles
Biggest failure point of the 6.0L is not the head bolts or EGR cooler, it’s the oil cooler
No other engine in the world pressurizes oil as high as the 6.0L does (4,000 psi, stock)

SOURCES
Diesel Tech 1685 S State St. San Jacinto CA 92583 951-766-5777 http://www.dieseltech1.com/	Elite Diesel Engineering 85 N. Silicon Dr. Pueblo West CO 81007 866-631-8518 www.elitedieseleng.com