Ford Motor Company began phasing in the 6.0 liter Power Stroke during the 2003 model year while simultaneously selling the last of the 7.3 liter Power Stroke equipped Super Duty pickup and chassis cab trucks. The 365 cubic inch turbodiesel boasted advanced technologies, including a refined HEUI injection system and quick-spooling variable geometry turbocharger. Like the outgoing 7.3 Power Stroke and previous 7.3 IDI, the 6.0 liter was designed and manufactured by International-Navistar; it is based on the International VT-365.
Despite its significantly smaller displacement, the 6.0 liter boasted a peak 325 horsepower and 560 lb-ft of torque at its introduction. The lower displacement also contributed to an increase in fuel efficiency compared to the outgoing Power Stroke engine. It was the first Ford diesel to utilize an exhaust gas recirculation (EGR) system, which was required to meet relevant emissions regulations of the period.
Woefully, the 6.0 liter Power Stroke proved troublesome for Ford and its reliability fell into question early on. Recalls and service bulletins flooded Ford's dealerships as technicians scrambled to identify and repair various issues found with the new, sophisticated engine platform. This would cause tension between Ford and International, which would eventually manifest into legal action against each other over who was responsible for warranty repair costs.
Despite its bumpy roll out, the 6.0 Power Stroke was featured as one of Ward's 10 Best Engines for 2003. Original owners of new Super Duty trucks equipped with the engine were generally impressed with its excellent throttle response and strong mid-range performance, especially while towing. The performance characteristics of these engines, particularly early variants, has been tamed through a series of PCM re-flashes, likely in favor of greater reliability.
The engine platform was ultimately retired following the 2007 model year to make way for the International-Navistar built 6.4 liter Power Stroke, which was equipped to meet more stringent emissions requirements going into effect in the United States.
Engine Design
The 6.0 liter Power Stroke features a 3.74 inch bore and a 4.134 inch stroke, resulting in a displacement of 363.14 cubic inches (nominally 365 in3, its advertised displacement). This results in a bore-stroke ratio of 0.904, making it the most-undersquare Power Stroke branded engine in Ford's history. Its stroke length is shared with its successor, the 6.4 Power Stroke, however the 6.4 liter has a larger bore diameter. 6.0 liter engine blocks and cylinder heads are both produced from cast iron.
The valvetrain consists of a traditional cam-in-block, overhead valve setup. The camshaft is gear driven off the crankshaft at the rear of the engine, as is the high pressure oil pump. It features two exhaust and two intake valves per cylinder (4 valves per cylinder) and maintenance-free hydraulic lifters with roller followers.
Lubrication & Cooling System
A gerotor type lube oil pump is driven directly off the crankshaft at the front of the engine. The oil pressure relief valve is located in the front cover at the lower corner of the pump housing. It regulates pressure to approximately 75 psi by exhausting excess pressure back to the inlet of the oil pump. Engine oil is drawn from the sump and pumped through the oil cooler, then through the oil filter housing before reaching the turbocharger and high pressure oil pump reservoir, and finally it is distributed through the various rotating and reciprocating components.
A water-to-oil oil cooler removes heat from the lube oil supply and rejects it through the engine cooling system. The cooling system also utilizes a heat exchanger for the exhaust gas recirculation (EGR) system, which cools exhaust gases before they are recycled through the intake of the engine. The water pump is integrated into the front engine cover and is driven as part of the accessory drive system. A pulse width modulated (PWM) fan clutch is used, which is actuated by the powertrain control module (PCM) when required.
Fuel System
The 6.0 liter Power Stroke engine features a hydraulic-electric unit injector (HEUI) system, thus the high pressure oil system is an integral part of the fuel system. Engine oil is pressurized by a high pressure oil pump (HPOP) and delivered to the top of each fuel injector by means of a shared distribution manifold. The oil acts on one side of an intensifier piston, increasing the pressure of fuel on the opposing side at a ratio of 7.1 to 1. This system operates at a minimum 500 and maximum 3,600 psi oil pressure resulting in injection pressures as high as 26,000 psi. Oil pressure in the high pressure system is controlled by the PCM based on the conditions represented by input data.
Fuel is supplied to the injection system by an electric pump contained inside the frame mounted fuel conditioning module. The fuel conditioning module also contains the fuel-water separator and a 10 micron fuel filter. Early engine modules also had a fuel heater, but this was later removed due to the fact that it contained materials that were not compatible with biodiesel. A secondary, 4 micron fuel filter is mounted to the engine next to the oil filter housing. Fuel pressure is regulated to approximately 55 psi using a simple poppet valve located in the secondary housing. Since fuel is returned to the tank at this housing and does not make a full loop through the engine, this is a "dead end" system. From the secondary filter housing fuel is distributed to circuits in each cylinder head that disperse fuel to each injector.
Turbocharger
6.0 Power Strokes utilize a variable geometry turbocharger (VGT), a defining feature for this engine platform. The variable geometry turbocharger is capable of changing the effective size of the turbine housing via a network of hydraulically actuated fingers typically referred to as vanes. The position of these vanes dictates the responsiveness of the turbocharger to exhaust flow at any given time. When the vanes are closed exhaust gas flow is accelerated across the turbine wheel, increasing responsiveness. When the vanes are open, exhaust gas flow is less concentrated across the turbine wheel. The system has the ability to perpetually adjust anywhere between the fully closed and fully open positions based on conditions and demand.
An air-to-air charge air cooler (CAC), also referred to as an intercooler, is also used on all 6.0 Power Stroke engines. Pressurized hot air leaves the compressor of the turbocharger and travels through the CAC where its temperature is reduced before it reaches the intake manifold and is distributed to each cylinder. The intercooler is mounted behind the radiator such that air must flow across the radiator before reaching the cooler.
Emissions Equipment
All 6.0 liter engines utilize a cooled exhaust gas recirculation (EGR) system and diesel oxidation catalyst (DOC). The EGR system reduces nitrous oxide emissions by displacing oxygen in the cylinder, which results in a corresponding reduction in combustion temperature and lower nitrous oxide concentrations in the exhaust. The diesel oxidation catalyst is an aftertreatment system responsible for breaking down gas phase hydrocarbons and some particulate matter from the exhaust stream. It also converts deadly carbon monoxide into carbon dioxide.
Transmission Options
For the Ford Super Duty, the 6.0 Power Stroke was mated to either the 5R110W TorqShift five speed automatic transmission or the ZF S6-750 six speed manual transmission. A manual transmission was not offered in E-Series vans. F-650 and F-750 medium duty trucks were available with one of several options from Allison and Eaton-Fuller. The 5R110W was a widely popular upgrade to the outgoing 4R100 four speed automatic transmission that provided quick, crisp shifts and a towing feature that used an aggressive torque converter lockup schedule with the engine's variable geometry turbocharger in order to provide engine braking.
Engine Specs
| Name | 6.0L Power Stroke | |
|---|---|---|
| Type | 4 cycle diesel, overhead valve | |
| Configuration | 90° V8 | |
| Applications | 2003 - 2007 Ford F-250, F-350, F-450, F-550 Super Duty pickup & chassis cab trucks 2003 - 2005 Ford Excursion 2004 - 2010 Ford Econoline E-350, E-450 2003 - 2008 Ford F-650, F-750 medium duty trucks |
|
| Nominal Displacement | 6.0 liters, 365 cubic inches | |
| Actual Displacement | 5.95 liters, 363.14 cubic inches | |
| B10 Life | 250,000 miles | |
| B50 Life | Not rated | |
| Bore | 3.74 inches (95.00 mm) | |
| Stroke | 4.134 inches (105.00 mm) | |
| Bore/Stroke Ratio | 0.90 (undersquare) | |
| Compression Ratio | 18.0:1 | |
| Firing Order | 1-2-7-3-4-5-6-8 | |
| Cylinder Numbers | 1, 3, 5, 7 located on the passenger side bank, 2, 4, 6, 8 located on driver side bank visual representation available in figure 2 |
|
| Engine Block Material | Cast iron | |
| Cylinder Head Material | Cast iron | |
| Head Bolts | 14 mm torque-to-yield (TTY) head bolts, 4 bolts per cylinder | |
| Injection System | Direct injection, hydraulic-electric unit injectors, 26,000 psi max injection pressure | |
| Fuel Filtration | Fuel conditioning module with 10 micron primary filter 4 micron secondary filter mounted to engine |
|
| Fuel Requirements | Ultra low sulfur diesel fuel (#1, #2, or winterized blends) B5 biodiesel blend compatibility beginning in 2005; biodiesel not compatible with 2003 and 2004 engines |
|
| High Pressure Oil Pump | 2003 - 2004 | Swash plate type |
| 2005 - 2007 | V-4 piston type [1] | |
| Aspiration | Turbocharged and intercooled, air-to-air charge air cooler | |
| Turbocharger | Garrett GT3782VA variable geometry turbocharger (VGT) with hydraulically actuated vanes | |
| Reciprocating Assembly | Forged steel crankshaft with induction hardened bearing surfaces Powdered metal connecting rods with fractured caps Aluminum pistons Free floating piston pins |
|
| Valvetrain | Conventional cam-in-block overhead valve Gear driven camshaft 4 valves per cylinder (32 valve) Hydraulic lifters with roller followers |
|
| Valve Lash | N/a, self-compensating hydraulic lifters | |
| Cold Start Aids | Glow plug preheat system, 1 glow plug per cylinder located in combustion chamber Glow plug control module (GPCM) with integral diagnostic functions |
|
| Engine Oil Capacity | 15 U.S. quarts with filter [2] | |
| Oil Pump Type | Gerotor, crankshaft driven | |
| Lube Oil Filter | Motorcraft FL-2016 | |
| Horsepower | 200 - 325 horsepower [3] | |
| Torque | 440 - 620 lb-ft [2] | |
| Idle Speed | Approximately 670 rpm | |
| Max Governed Speed | Approximately 4,200 rpm (max shift speed approximately 3,600 rpm in automatic equipped trucks) | |
| Emissions Equipment | Cooled exhaust gas recirculation, diesel oxidation catalyst | |
| Engine Weight | Approximately 966 lbs with engine oil | |
| Engine Dimensions | Length: | 35.0 inches |
| Width: | 38.25 inches | |
| Height: | 40.75 inches | |
| Coupled Transmissions | Ford 5R110W TorqShift five speed automatic, ZF S6-750 six speed manual transmission [4] | |
[1] - 2005 Excursion used 2004 engines with swash plate pump
[2] - 15 quart refill capacity for oil change with lube oil filter replacement; actual engine oil capacity is slight higher since the high pressure oil pump reservoir and injector oil rails are not drained during oil changes. Ford Super Duty and E-Series only; capacity may be higher in certain Ford and International medium duty applications.
[3] - Refer to table 2 below for power and torque ratings by vehicle application.
[4] - Excluding F-650/F-750
Power & Torque Ratings
| Applications | Peak Rated Power (hp @ rpm) |
Peak Rated Torque (lb-ft @ rpm) |
|---|---|---|
| 2003 - 2004 Ford Super Duty | 325 @ 3,300 | 560 @ 2,000 |
| 2005 - 2007 Ford Super Duty | 570 @ 2,000 | |
| 2003 - 2005 Ford Excursion | 560 @ 2,000 | |
| 2004 - 2010 Ford E-350, E-450 vans | 235 @ 3,150 | 440 @ 1,600 |
| 2003 - 2008 Ford F-650, F-750 medium duty [4] | 200 @ 2,600 | 520 @ 1,500 |
| 215 @ 2,600 | 540 @ 1,500 | |
| 230 @ 2,600 | 540 @ 1,500 | |
| 230 @ 2,600 | 620 @ 1,500 |
[4] - Medium duty trucks available with any one of the four listed horsepower and torque options.
Horsepower & Torque Curves
The 6.0 Power Stroke was introduced to the Ford Super Duty and Excursion for the 2003 model year at a rating of 325 horsepower at 3,300 rpm and 560 lb-ft of torque at 2,000 rpm. This was carried over for the 2004 model year Super Duty and Excursion. The Excursion would continue to use a 2004 production engine through 2005, its last year of production.
For the 2005 model year the 6.0 Power Stroke received an increase of 10 lb-ft of torque, bringing peak rated torque to 570 lb-ft; power remained unchanged for 2005. These engine ratings would follow the Super Duty through the 2007 model year, the last year that this engine was available in the F-Series.
6.0 Power Stroke engines became available in Ford E-350 and E-450 vans for the 2004 model year. This variation of the engine was calibrated to a lower power and torque rating than the pickup truck and chassis cab versions. It produced a peak 235 horsepower at 3,150 rpm and 440 lb-ft of torque at 1,600 rpm. The E-Series would use this same engine, regardless of any and all changes made to the Super Duty variant, through the 2010 model year.
Ford medium duty F-650 and F-750 trucks offered the 6.0 liter Power Stroke in several power and torque calibrations ranging from 200 to 230 horsepower and 520 to 620 lb-ft of torque. The 5.9 liter Cummins and 7.2 liter Caterpillar engines were offered concurrently.
Common Problems
Noting that this is not a comprehensive list of problems associated with the 6.0L Power Stroke engine (see common 6.0 Power Stroke problems for a more detailed approach), frequently reported component failures include:
- Clogged EGR valve, leaking EGR cooler
- Clogged engine oil cooler
- Fuel injection control module (FICM) failure
- High pressure oil pump, ICP sensor, high pressure oil system leaks
- Sticking unison ring in the variable geometry turbocharger
- Wire harness chaffing, related open or short circuits
- Head gasket failures
A strong argument could be made that several of the most common failures are associated with a less-than-successful roll out of the EGR system. Although the technology itself was not new, this was somewhat of an uncharted territory as none of the prior engines supplied to Ford by International-Navistar used such a system. As the mechanical portion of the EGR valve becomes coked with soot, its function can be impeded. A sticking or stuck valve can result in various conditions depending on its newly fixed position. In the closed position, for example, engine coolant can cook in the EGR cooler due to the lack of exhaust gas flow. This can raise the coolant temperature, increase the risk of a head gasket failure due to the higher-than-normal operating temperature, or it can cause a crack to develop in the cooler itself.
The 6.0 liter's high pressure oil system is also more sophisticated and complex the previous system found on the 7.3 liter Power Stroke. The complexity added a number of new ways in which a leak could develop, resulting in oil pressure bleeding off and system performance diminishing. The ICP sensor, which provides the critical reading of system pressure to the PCM, was positioned beneath the turbocharger at the rear of the engine. While it may have made sense to procure this reading close to the pressure source, these early sensors often lived a short life in the heat stressed location. International would move the sensor to the passenger side valve cover as a 2004 model year design change, but not before early build 2004 Super Duty trucks used up the last of the 2003 production engines.
Then there's the variable geometry turbocharger, which offered excellent response and low lag. The mechanisms located in the turbine housing, however, would ultimately prove vulnerable to collecting soot and becoming seized. This results in diminished performance, the only remedy for which requires removal, disassembly, and manual cleaning of the turbocharger (or replacement entirely).
As if early fuel injection control modules were not problematic enough on their own, this device would prove extremely sensitive to vehicle voltage. Attempting to start the engine with a low battery charge can destroy a FICM very quickly. Additionally, the engine wiring harness proved quite prone to chaffing. It was re-routed slightly for the 2004 update to prevent chaffing at the location between the fuel filter and oil filter housings. In some cases, the wires could chafe within the wire loom while leaving no visible indication on the wire covering.
It's worth noting that many of the engine's original replacement parts have been superseded by updated variations. These have proven much more reliable than many of the original components, including oil and EGR coolers. The 6.0 Power Stroke's problems are exasperated by the fact that millions of these units were sold, making even a low failure rate look large from a quantity perspective. While this engine has faced its fair share of criticism, most examples have persevered the test of time.
Editor, Diesel Hub