2007 6.0 Powerstroke reliability.

[Soundguy]

I add the dca addatives to mine..

soundguy

 

[Diamondpilot]

I have been looking around at what is out there in used Ford's myself so this is a good thread for me as well. Is it true that if you do have to pull the head's on a 6.0 that you need to raise the cab or is that just a dumb rumor?

Also, how do the Ford automatic transmissions do with an exhaust brake?

As for antifreeze, are you Ford owners using a good quality deisel rated product or just the off the shelf brands?

Its true that both the Ford and Dmax trucks usually have the cabs taken off to do head work. The reason is time. 2 guys in a shop can pull the cab quicker than working in all kind of weird angles. You also risk getting dirt and just plain missing something easier with the cab on but it can be done. Its really a time savings thing.

I know 10 plus people with 6.0L fords and none have exhaust brakes so I can not comment on that. I have 2 myself and while I would like to have it I did not want to spend the money. Maybe my next truck will have one from the factory.

As for Anti Freeze I have not changed it in either one of mine. They say its good for 150,000 miles with periodic testing and a additive as needed.

Chris

 

[Soundguy]

speaking of exhaust brakes.. what does the 6.0 have that comes on during tow mode? tranny downshift to eat some speed? I've noticed when towing with the f250 and you let off throttle.. she drags down pretty fast.. not like a jake.. but something. variable valve timing?

soundguy

 

[Builder]

I used to have a 6.0 f-350. I had nothing but problems,

I had so many aquaintances that had problems with them that I stopped buying Fords after 15 straight years of Ford loyalty. Hundreds of forums dedicated to fixing them. Just look on the internet, don't take our word for it. My plumber just dumped 6 grand into his right at ~100K on a stock engine. No mods. It was blowing coolant out the exhaust!

I think the thing being overlooked is that the 6L had horrific problems in the first few years that approached the disaster of the 6.5TD that GM used to offer back in the 90's. The 6L could have ruined Ford, but Ford was so in control of the diesel truck market riding the success of the 7.3L, that even the disaster of the 6L wasn't enough to take Ford down...... but it came close. Competitors sales soared on Ford's misfortunes with the 6L. Guys around here call 'em "6 leakers" because they fill the degas bottle with coolant and it leaks from overflowing.
If buying a 6L, you gotta believe that a large portion of the light diesel truck buyers out there think the 6L was problematic in its' first 2-3 years and subsequent years, although more reliable, lacked horespower & torque compared to the other 2 brands. This greatly affects resale value. Now that it's been abandoned by ford after a short period of time and replaced by yet another abandonded Ford diesel (the 6.4L with a whopping 2 year run). You have to wonder if you're not buying an asset that's going to plummet in value so fast, you'll be left with a truck that might not be worth much. How many diesels can you unveil to the buying public, only to drop in a few years for yet another design? (Ford's on their 4th completely different diesel in 8 years)

I'd look for the more recently abandoned Ford 6.4L or a GM or Dodge diesel truck that suits your needs.

Good luck!

 

[Soundguy]

is the 7.3 still in production? I know the na were about 90 to 93.5/94 and then turbo, then went to the psd.. but.. how much later? 05?

always heard they are more or less bullet proof.

soundguy

 

[Builder]

If the 6.0 and the 6.4's are so great why did ford decide to start making the engines in house???? Just food for thought.

Because neither one made emissions. The 6.4 was just a hold over to get the a increase in HP and get away from the bad reputation the early 6.0's had. It was never meant to stay around. It was just brought in till they could get the new engine developed. Chris

.

Sorry, but that's untrue. It's well publicised that Ford dumped the 6 &6.4L diesels because Ford had so many problems with the 6L, they ended a 90 year long business relationship with IH and decided to go at it on their own. That just goes to show you how many problems the 6L gave Ford. They had lawsuits between IH & Ford because it was so bad.

Ford sues IH over the 6 and 6.4 liter.

From the above article:

"Ford said its warranty costs ballooned by $500 million in the first nine months of 2005 and said much of the outlay was because of problems with International's Powerstroke engine in Super Duty trucks. In 2005, more than 12,000 consumers filed warranty claims related to engine troubles in the Super Duty."

More from same article:

"Ford and International have had a rocky relationship since 2000. The companies have sued each other at least twice before. Ford paid International an undisclosed sum in 2003 after Ford canceled a V-6 engine for the F-150 pickup.
An International spokesman said Ford's lawsuit is "totally without merit," and that the company will respond vigorously in court. The spokesman said he did not know when the response would be filed."

Ford was so angry with IH over the 6L problems, it cancelled production of a diesel IH had already built for the F-150.

Great to hear DP loves his 6L, but that's undisputeable facts about the 6L. 1/2 a billion in warranty claims in 9 months speaks for itself.

 

[Builder]

is the 7.3 still in production? I know the na were about 90 to 93.5/94 and then turbo, then went to the psd.. but.. how much later? 05?

always heard they are more or less bullet proof.

soundguy

Ended in '03. I had probably 12 of them through the 90's. Hung on to my last one till late '06, but the rest of the truck started to fall apart around the 7.3L at ~100K from plowing. Not bulletproof, they needed cam position sensors and had some other issues, but a good reliable diesel.

 

[Soundguy]

a 20$ part that bolts on with a tab and 10mm bolt? that doesn't seem to be too much of a sticking point... throw one in the glove box.. and carry a tool box and flashlight... then never worry about it.

I don't think I've ever read of a serious endemic problem with the 7.3 psd aside from maintenance or lack thereof ie.. sca/dca addatives in the coolant.. and the afore mentioned 20$ CPS..

do you know of anything particularly bad about them? I mean.. you hear some pretty bad stuff about some engines. killer dowel pin.. etc.. etc...

soundguy

 

[catskinner]

My 04 F250 6.0l has 128k now, not one repair, just change oil regularly and run good fuel, most problems showed up at 40k, sooner if chipped. I worried about it at first, but its running strong. The power the 6.0 has is great, in stock form it moves right out.

 

[Paystar]

I have a 2007 F-350 6.0 Powerstroke crewcab and I commercially haul travel trailers for a delivery service. Mine runs great and is reliable. I know of all the problems with these engines and also notice that 90% of these people that do have the problems are all guilty of the same things.....not changing oil regularly, not flushing coolant occassionally, and chipping them for big power and rodding the crap out of them.

Adding too much power adds cylinder pressure that pushes the stock head bolts and gaskets to their limits, not changing oil and coolant plugs up the oil and egr coolers, as they have very fine passages, plus not changing the oil adds to injector problems as these ones are operated off high pressure engine oil.
As long as it is maintained, I wouldn't worry about it at all. I also had a 2007 of another brand and this 6 litre gets way better fuel mileage.

 

[Paystar]

Builder....I'm not disagreeing, as you are correct about the Ford/Int. lawsuits, but have you ever noticed the VT365 version used in the International medium duty trucks seem to be stone reliable, yet the Ford Powerstroke version is having all the problems? Are there different components such as the coolers used between them? Could it be the power tune? Could it be the way they are used? Or is it just because there are more Ford Powerstrokes on the road than anything else?

 

[Lt CHEG]

a 20$ part that bolts on with a tab and 10mm bolt? that doesn't seem to be too much of a sticking point... throw one in the glove box.. and carry a tool box and flashlight... then never worry about it.

I don't think I've ever read of a serious endemic problem with the 7.3 psd aside from maintenance or lack thereof ie.. sca/dca addatives in the coolant.. and the afore mentioned 20$ CPS..

do you know of anything particularly bad about them? I mean.. you hear some pretty bad stuff about some engines. killer dowel pin.. etc.. etc...

soundguy

I've always heard that the 7.3 liters were pretty bulletproof too. Frankly I had no interest in owning a diesel while the 7.3 liters were out as I had such horrible luck with my old 6.2 Liter GM diesel that I wasn't willing to give the Duramax a try for quite a while, and I didn't much care for the Ford or Dodge trucks. The reality is that I probably missed out on owning a really good reliable engine that I might even still own if I bought one new.

I don't think that there was so much in terms of problems with the 7.3 liter engines, it's just that they weren't capable of producing the power that the newer designs were. The Cummins has always been a medium duty truck motor placed into a pickup truck, so hopping it up to produce big power numbers even by the manufacturer has never been a big deal. The Duramax was also basically a lighter medium duty truck engine put into a pickup. The 7.3 liter without its high pressure fuel injection system just wasn't able to keep up without more expensive modifications. I like the 7.3 liter just fine and my partner at work owns one in a F350, but even though he likes his truck just fine he agrees that there is considerably more power on tap in my 6.4 liter. The lower noise of the newer diesels is also a reason for their popularity. So I think that in the end it wasn't any reliability issues that killed the 7.3 liter, it was just that newer designs were doing more and if Ford wanted to remain competitive in the horsepower wars they had to come up with something new. Personally I'd think the ultimate combo for someone like me would be something along the lines of a 7.3 liter PSD and 5 speed Torque Shift transmission, giving the reliability and fuel economy of the 7.3 liter engine with the reliability and performance of the newer transmission.

 

[Dargo]

I'm looking at a 2007 F350 Lariat DRW 4x4 with 82,523 miles. It was a one owner truck. I have requested a "Oasis" report from the dealer (Ford dealer) and am looking forward to seeing it Monday when I go back there. They are ASKING $25,900 for the Ford.

I do need a truck of this caliber as I have always had diesels and basically use a truck like truck. I had a 2003 F350 7.3L PSD and traded it in with 230K miles. I currently have a 2005 Silverado 2500HD extened cad 4x4 with 93K miles.

I like the Silverado but I really miss my old F350 plus I need a crew cab now that my family is expanding (baby due anytime!). I beggining to have a rash of electrical issues but that is a whole other situation. The main thing is the need for a crew cab for pulling a 40' 5th wheel camper (12-13K pounds, give or take) with 2 dogs, wife, 7 year old, and soon a baby girl! I do pull also a 24' gooseneck hauling my various pieces of equipment around (10K pounds or so).

The bottom line is I want to know the relability history of the 2007 6.0. I know that the early models had thier share of problems. Any experiences?

*Disclaimer* This by no means will turn into you should buy this or that please! I do not want a Dodge period. I miss my Ford.

Here's a pic of the possible new to me truck.

I had a 1/2 ton Chevy with the 6.5 diesel and it was great, believe it or not. Obviously, my issue arose when I needed to to heavier loads. The 1/2 ton would simply have been abused. I bought a '96 Dodge with the 12v Cummins in it and upped the power tremendously; I mean big time! Scheid Diesel and Kolb Diesel did most of the heavy work I didn't feel qualified to do. Once I spent major bucks for a built tranny, it was a great truck I drove for about 10 years. I could pull 20k pounds easily and I never had a single engine issue. If you look up Scheid Diesel, just a couple of weeks ago they had their annual drags and truck pulls and the Cummins powered trucks (some were GM and Fords with Cummins transplants) took the top 10 places in nearly every category.

Anyway, I mention that because, like you, I needed a larger cab and wanted the most comfortable and roomy crew cab. IMHO, that was the Ford hands down. I have an '06 F350 DRW 4X4 and very frequently pull extremely heavy loads. For example, I picked up my Takeuchi TB145 from the Miami area and hauled it back to IN. Excavator and trailer weighed right at 18,100. I ran with traffic on the interstate and never had any issues maintaining speed on the long 7% grades and the ride was great.

Other than having an oil leak, repaired under warranty when I bought it, I've had around 2 1/2 years of fantastic service out of a truck that is by far the most comfortable truck I've ever owned. When the oil leak was repaired, the diesel tech who did the work is a guy who is big time into truck pulls and diesel drag racing. He suggested I let him put in ARP head studs while he was fixing the oil leak. My only cost was buying the studs and he changed them for no additional charge while he was in there. Being he knows more about the 6.0 than anyone on this board by far, and he told me I would have a bullet proof engine that I could chip all I wanted if I made that change, I went with it.

With the tuner (no added chips anywhere, just an OBDII port tuner) setting the truck up for better speed, I ran in the low 12 second range in the 1/4 mile while weighing in at 8100 pounds. I've linked one low 12 second run here on TBN that's on YouTube. To put that in perspective, a stock 2010 Camaro V8 SS runs the 1/4 in the upper 12 to low 13 second range. Since I noticed almost a 2 mpg higher average at this setting, unless I'm towing, this is where I've left it for over 2 years. No issues, no leaks, no problems of any sort. I couldn't be happier with my truck and plan to run it another 8 years or so (I generally run my trucks 10 years or so) and worry then about what I want next then.

Good luck with whatever you get. It's your money and your rear that decides what is most comfortable, nobody else's. I suggest you go with what you want. I'm only giving my input of owning a very similar truck for just over 2 1/2 years that does tow heavy and has been modified.

 

[Soundguy]

yep.. the 6.0 in my f250 is noticeably more pepier than the 7.3.. that's for sure. though i like the sound of the 7.3 vs the 6.0

soundguy

 

[Dargo]

yep.. the 6.0 in my f250 is noticeably more pepier than the 7.3.. that's for sure. though i like the sound of the 7.3 vs the 6.0

soundguy

Oh.....now I get it! "Soundguy". I never knew it was because you liked the sound of the 7.3 diesel.

 

[JESSE1]

Back around 10 years ago, the big internet issue with the 7.3 was idle knock and cackle. The more people talked about it the bigger the perceived problem was. International even installed one different injector from the factory ( I think it was the #8 injector) to stop the noise but I don't think it made any difference.

 

[Builder]

a 20$ part that bolts on with a tab and 10mm bolt? that doesn't seem to be too much of a sticking point... throw one in the glove box.. and carry a tool box and flashlight... then never worry about it.

I don't think I've ever read of a serious endemic problem with the 7.3 psd aside from maintenance or lack thereof ie.. sca/dca addatives in the coolant.. and the afore mentioned 20$ CPS..

do you know of anything particularly bad about them? I mean.. you hear some pretty bad stuff about some engines. killer dowel pin.. etc.. etc...

soundguy

No, not really. I think the 7.3L was a good reliable diesel.
They don't have an expensive weak spot, but I hung out with guys that truck pulled with them and they had limitations that would force them to spend a lot to make big power. I also remember that towards the end of the 7.3L, they switched to from forged to powdered metal rods, which shatter like chicken bones if CP's get too high.

Mine ate some injectors, too. CPS's were the one thing that could leave you stranded, but like WE said, you just need to carry one in your tool box.

The cackle issue was another PITA that plagued many 7.3L owners. It was a really LOUD engine, too.

 

[Builder]

Builder....I'm not disagreeing, as you are correct about the Ford/Int. lawsuits, but have you ever noticed the VT365 version used in the International medium duty trucks seem to be stone reliable, yet the Ford Powerstroke version is having all the problems? Are there different components such as the coolers used between them? Could it be the power tune? Could it be the way they are used? Or is it just because there are more Ford Powerstrokes on the road than anything else?

The easy answer would be that IH detunes the engine to run at a lower HP level that the 6L was really designed for. I've also had numerous IH mechanics tell me that IH's "diamond logic" PCM is better than Ford's PCM. Besides being de-tuned, IH wraps their diesel in medium duty air cleaners and other parts that make the engine run better & last longer. I noticed a lot of the guys that attempted to use them for truck pulls spent a lot more coin to try to get to the power levels of the DMAX & Cummins guys and could never really get their with consistent reliability.

I'm not talking about a guy with a tune and an air cleaner that goes to the track and runs in the 14's, I'm talking guys on the sled pull circuits. The heads on the 6L lift with any kind of consistent CP's blown into them causing them to puke coolant. The studs are the weak link.

General perception of them is negative so you have to factor that in when considering your possible resale value and possible repair costs. You just don't see guys in the used truck market actively seeking out the 6L because it's a great diesel.

 

[Soundguy]

Oh.....now I get it! "Soundguy". I never knew it was because you liked the sound of the 7.3 diesel.

call it a macho thing or whatever.. but the 6.0 is higher pitched and starts pretty cleanly. the 7.3 has a lower thing going on, and when it starts there's a bit of a huff/grunt/surge sound.. sounds more hairy chested..

soundguy

 

[Soundguy]

The easy answer would be that IH detunes the engine to run at a lower HP level that the 6L was really designed for. I've also had numerous IH mechanics tell me that IH's "diamond logic" PCM is better than Ford's PCM. Besides being de-tuned, IH wraps their diesel in medium duty air cleaners and other parts that make the engine run better & last longer. I noticed a lot of the guys that attempted to use them for truck pulls spent a lot more coin to try to get to the power levels of the DMAX & Cummins guys and could never really get their with consistent reliability.

I'm not talking about a guy with a tune and an air cleaner that goes to the track and runs in the 14's, I'm talking guys on the sled pull circuits.

I know I upgraded my f250 to a different air cleaner.. and my 450 has a k&n

soundguy