OK, we all know that the 6.oh no is a problematic motor, but why? I've read about unfixable oil leaks, blown head gaskets, crapped out turbos. Did Ford choose a different parts manufacturer or something? Or did they get a guy with cokebottle glasses to operate the machining part of the blocks and heads?

Please hold back from the "Its a Ford", "Its an International motor" blah blah blah comments.

 

From what I'm told the international version of it was fine. Ford messed it up when they started putting all of their electronic goodies on it.

 

Does International use that motor in other vehicles?

 

I think there both to blame to be honest.

I could get my bro to tell you all about the 6.0 liter.

Roughly 6000.00 plus in repairs so far...

Its a real shame since the truck itself is a good unit.

I think they fell off the turnip truck with that engine and lost alot of customers in the process.

I don't think anyone can argue that ford has been the leader in truck design and giving the customer alot of options and also many new and innovative things and so when something like this happens its hits them harder than the others.

I was at the dealer when my bro picked up his truck after it had the head gaskets done among other things and was looking at a 6.4 sitting in the lot and was totally horrified and what was under the hood on that thing.

The ford engineering department has no respect for the field technician that is for darn sure.

I wouldn't buy one just on the fact that if it needs any motor work you have to pull the cab off the frame, seriously!!! what truck has ever needed that amount of tear down just to get at the part your trying to repair!!!

Nice looking truck but the engineers are an embarassment to all vehicle designers everywhere.


Jason

 

but then again you have to think if you are working at ford if you made a motor where an everyday guy could do major engine work ford would lose money compared to having every single truck that needs engine work go to the dealership, plus the techs love it to them once they know the short cuts its gravy work because if two guys that know what they are doin with the right tools lined up i know they can have the cab off in under an hour but yes i do agree why make it hard on everyone and make it like that

 

I myself would have a hard making a living fixing things like that all day long when you know that 90% of the repairs you are doing should never had happened.

On another point most of the repairs have been done under warranty and we know who pays for that in the end and it surely isn't the head dudes.


Repairs will always be but the 6.0 stepped over the line and kept on going..


Try and sell a used one with high mileage, a truck two years older with the 7.3 gets 5 grand more... pretty sad...


It may create work but its something I would never be proud to be a part of weather it be the designer or the technician who fixes them.


Jason

 

I highly doubt that ease of maintenance is considered at all when designing a Ford truck!

 

I've got a buddy right now with an '05 King Ranch that is having LOADS of problems with his Powerstroke. He races his Lancer Evo on a VERY regular basis and pulls it to the tracks with his truck...he has blown his head gasket twice and has had to have NINE injectors replaced in the past year and a half of owning the truck. He called me to ask my opinion on what '07 model truck that he should get (he is KINDA loaded, so switching out trucks isn't really a problem for him) and I recommended a new fully loaded Laramie 3500 dually with the 6sp manual, add a clutch and have a problem free, bullet proof truck that also looks GREAT and some decent creature comforts...now all he is talking about is getting into a new F-450?!!? All I could say was "Bud, if you want to go from one engine problem to another, just so you can have that 24,500lb towing capacity when ALL you EVER tow is an Evo VIII and pay $70k for it, go for it...see ya in a couple years when you want to try and get yourself into ANOTHER truck"...God, I hate people with LOTS of pointless money to spend sometimes...

 

International used the 6.0 in medium duty trucks without issue. The problem arises when the Ford boys try to hang with Dodge and Chevy in the power battle. When you start taxing a "light duty" engine like that you start to find weak points; it's that simple. Things like head gaskets, injectors, cranks, and blocks tend not to take too well to being put under stress loads they are NOT designed for.

From what I know, the Marine Corps uses a lot of International trucks (or at least Camp Pendleton and MCRD San Diego do) and they have never had an issue with the 6.0 other than that pesky Variable Vane Turbo. Even our new municipal truck here in the township I live in had issues with the turbo on it's DT530... Honestly I'm waiting to see how the VGT that cummins has picked fairs out as far as reliability/durability. Honestly though I think that it is just a sign of the times really, I mean International used to make some darned bullet-proof engines and trucks and tractors that were just as durable and reliable. Now everybody is having reliability issues tied to all the new electronic emissions controls and the like. But that is all just my .02 anyway

 

Like my old man says Who ever put a farm motor in a pick-up should be shot.
There only made to cross the highway not drive on it.

Aka, the thirteen letter {edit for language} spreader "international"


The 7.3L's were the only good ones

 

The 5.9 cummins was in farm tractors long before it was in a Dodge Ram
I don't understand why everyone likes the 7.3 so well they didn't have much power,took more fuel then a cummins to pull the same load and the 4R100 was nothing to brag about you pull hard with it,it wont last. In fact when we had a 99 powerstroke on the farm it got a new tranny a year and that was stock power
The 6.0 on the other hand pulls the snot out of the 7.3 actually is really good on fuel compared to the 7.3 and the 5 speed auto has held up.

I really think proper warm up and cool down is very important to the 6.0 The other thing is they need to lower the red line. I also believe that their head gasket problums are created by the turbo sticking and over boosting the engine. The 6.0 should have left the factory with ARP studs, it would have been cheaper for them in the long run.

 

From what I've read Ford put too much boost to it and the head studs couldn't handle it . Aftermarket kits like this http://www.gogodiesel.com/index.php?...&products_id=2 will fix the problem .

 

ARP wants those torqued to almost 200 ft-lbs. which is kinda scary. The 6.0 didn't need studs from the factory it just needed more bolts (way too much open space between bolts). And as far as the IH VT365 (which is the IH version of the 6.0)it isn't without it's problems. Ford didn't totally screw it up IH had their hand in there as well.

 

they circled the problem on the front of the truck

 

the VT365 was not trouble free...but anyhow...the biggest issue the fords had was thre variable vane geometry turbo...it failed and costs alot to repair and took parts with it...the other problem is the pressures that would build up because of the high rpm tuning that ford put on it...the decided that making the torque peak start at 2000rpms was agood idea so guys are revving around at 3000rpms in these motors all day long ...heat, head gaskets, leaks, fried pistons...the other problem is the new fuels they want people to run...they lack lubrication...pumps and injectors don't get lubricated and they fail...especially at high rpms when more demand is put on them...that's just to give u an idea....then comes the expense of replacing things...u cannot get to certain areas of the engine so they take the cab off now to do repairs....replacing 8 expensive piezo injectors costs a bundle and the turbo is all hightech costs alot too