If you’re thinking about buying a Ford Super Duty F-250 or F-350 truck or Econoline van with a 6.0L (365 ci) Power Stroke engine, you’ll be glad to know these vehicles were built to be reliable. From 2003 to 2009 when this engine was used, Ford’s commitment to building a dependable workhorse is evident. But despite that, the 6.0L Power Stroke engine is not immune to problems that could send you to the sidelines.
What are some problems with the Ford 6.0L power stroke engine?
While there are no recalls specific to the 6.0L Power Stroke engine, there have been some problems, such as:
- Oil cooler failure
- EGR cooler failure
- High-pressure oil system failure
- Head gasket failure
- Fuel injection control module failure
Fortunately, this article discusses the details of these Ford 6.0L Power Stroke engine problems and what steps you can take if you think your engine is not performing properly.
6.0L Power Stroke Engine Specifications
Found in 2003-2007 Ford Super Duty trucks—the F-250 and F-350—and the Ford Econoline van from 2003-2009, the 6.0L Power Stroke engine replaced Ford’s 7.3L (445 ci) Power Stroke in the middle of model year 2003.
The engine features 325 horsepower and 570 lb-ft. compared to a maximum 275 hp and 525 lb-ft. in late-model 7.3L manual transmission engines.
Owners are pleased that the 6.0L Power Stroke has noticeably fuller power, offering the truck a huge performance boost and faster acceleration than its predecessors. The engine was replaced by the 6.4L Power Stroke engine.
Ford 6.0L Power Stroke Engine Problems
Here are some of the problems experienced with the 6.0L Power Stroke engine:
Oil Cooler and EGR Cooler Failure
The root of most problems with the 6.0L can be traced to the in-block oil cooler as well as the EGR cooler materials. The oil cooler is housed in the valley of the engine block, beneath the cartridge oil filter set up.
This causes the sealed outer portion of the oil cooler to be submerged in engine oil, with coolant flowing through the center passages. But eventually, the coolant side of the oil cooler will plug up with sediment.
The plugging up causes reduced flow of coolant through the oil cooler, resulting in higher oil temperatures. The sediment can also reduce the flow of coolant through the EGR cooler. Early EGR coolers, in 2003 and later 2004 models, were especially susceptible to premature failure.
High Pressure Oil System
The High Pressure Oil Pump (HPOP) can be found in the engine valley, at the rear of the engine block. The early model years — late 2003 models through late 2004 models — are especially susceptible to premature HPOP failure.
The culprit is likely inferior materials. Early model HPOP gears were known to be weak and develop stress cracks in the gear teeth. This caused gear failure and a no-start engine.
Early affected models also had the injection control pressure sensor located on the HPOP cover. All that heat, combined with debris in the oil, would often lead to ICP sensor failure and a no-start situation.
Unfortunately, while Ford attempted to address the issue with a revamped HPOP system, it also used poor-quality O-rings when redesigning the HPO standpipes and dummy plugs in the HPO manifold.
When these rings fail, it can cause an HPO leak, which will eventually lead to a no-start engine.
The newly designed HPO also brought about problems with the new snap-to-connect (STC) fitting. In some models, the prongs of the STC fitting can break, causing the fitting to lose its sealing ability and again, lead to a no-start engine.
One other frequent complaint with the HPO system involves the injection pressure regulator (IPR) screen. The IPR screen is also located in the engine valley with the oil cooler.
Unfortunately, the material used to manufacture the IPR screen is susceptible to failure. If the screen isn’t replaced during an oil cooler replacement, it could lead to the debris being sent through the HPOP, which can lead to its complete failure.
Even if the problem doesn’t lead to HPOP failure, it can still keep the IPR from sealing completely, which can cause “bleed off” oil pressure, causing a no-start condition.
Head Gaskets
Ford used four torque to yield (TTY) cylinder head bolts per cylinder for the 6.0L. Although these bolts offer some of the most precise clamping force available, they can also cause problems. In certain situations — such as when the oil cooler fails — these bolts get stretched beyond their torque mark because of the increased cylinder pressure.
Replacing the factory bolts with head studs doesn’t address the cause of the problem, but is likely to result in failed head gaskets accompanied by a cracked or warped cylinder head.
Fuel Injection Control Module Failure
The FICM (fuel injection control module) has also been a problem. Low voltage in the vehicle’s electrical system, due to failing batteries or a low-output alternator, can damage the FICM. Part of the problem is the placement of the FICM on top of the engine.
This subjects it to extreme temperature fluctuations and vibrations, causing solder joints and components to fail, particularly in early-build models. The FICM multiplies voltage in the fuel injector circuit. Low voltage can eventually cause damage to the fuel injectors.
Did Ford Offer Any Solutions?
Ford remedied the injection control pressure sensor fail issue in late 2004 with an engine update that included a new HPOP design and relocation of the ICP sensor.
Ford also addressed the issue of poor-quality O-rings as well, with updated O-ring washers, which fixed the issue.
Ford hasn’t addressed the issue of the stretched bolts leading to head gasket failure, likely because this problem does not occur unless there is another malfunction.
