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7.3 Power Stroke The "Good"	6.0 Power Stroke The "Bad"	6.4 Power Stroke The "Ugly"

7.3 liter Power Stroke Engine

7.3 Powerstroke

The first 7.3L was produced from 1988-1993. The original 7.3L diesel was a non-turbo charged indirect injection (IDI) engine, followed shortly after by a turbo charged version. It was very similar to the previous 6.9l IDI diesel engine, which was simply bored out for more torque. This engine is not considered in the powerstroke family. In 1994, the 7.3L underwent some changes. The 7.3L was changed to a direct injection (DI) engine from the original IDI engine.

Ford also added electronic fuel injectors and gave it the name Power Stroke. This model produced up to 250 hp (190 kW) and 525 lb·ft (712 N·m) of torque. The new 7.3L DI Power stroke had "single shot" HEUI (hydraulic electronic unit injectors) fuel injectors and ran a 15º high pressure oil pump (HPOP) to create fuel injection pressures. The turbine housing was a 1.15 A/R. In 1999, an air to air intercooler was added. The intercooler cooled the charged air from the turbo making it denser. The cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGTs). The turbine housing was changed to a .84 A/R housing and a wastegate was added.

The "single shot" HEUI injectors were upgraded to "split shot" injectors. With larger injectors, the HPOP was advanced to 17º to increase fuel pressures. The 7.3L DI Power Stroke was in production up until 2004 when it was replaced by the 6.0L. The 7.3 IDI and 7.3 Powerstroke are not the same engine at all except manufactured by International for Ford. This is known to be the longest lasting and most reliable powerstroke engine.

Common 6.0L Power Stroke Problems

6.0L Power Stroke Problems and Consequences

The 6.0 liter Power Stroke is a great diesel, despite a bundle of issues that plagued many of the early engines. The 6.0 is powerful, durable, & reliable. There are more than enough satisified 6.0L owners to back those statements up. However, some of the 6.0L components are prone to problems, especially when maintenance is neglected or the performance is increased by means of aftermarket components.

6.0L Power Stroke TTY Head Bolts

The 6.0L Power Stroke uses Torque to yield (TTY) head bolts to secure the cylinder heads. The stock TTY head bolts do a mediocre job of equalizing the clamping force of the had bolts. The head bolts are also much more prone to stretching than head studs, and under high cylinder pressures are prone to fail. For a 6.0L that remains completely stock, the TTY head bolts are suitable. However, for modified engines or engines that are under constant load, the stock head bolts are a weak link in the 6.0L. Additionally, the EGR system can cause high coolant temperatures or turbo overboost situations. High coolant temperatures may cause slight warping of the cylinder heads, which can lead to head bolt failures. Too much turbo boost can result in increased cylinder pressures and cause the TTY bolts to stretch. This causes blow head gaskets.

6.0L Power Stroke EGR (Exhaust Gas Recirculation)

The EGR coolers on the 6.0 liter Power Stroke are prone to clogging due to oil & soot build up, which can cause them fail. A failed EGR cooler may contribute to high coolant temperatures of coolant loss. EGR valves are also notorious for failing due to soot build up, which can lead to over-boosting of the turbocharger. To prevent this, the EGR valve should be cleaned routinely. Excessive idling and poor fuel quality can clog the EGR valve rapidly. The efficiency of a diesel engine is reduced at idle due to low combustion temperatures, resulting in increased particulate production. Ford recommends a minimum diesel fuel cetane level of 45 for maximum quality. Motorcraft manufactures a fuel additive for the Power Stroke which is recommended and verified safe by Ford Motor Company. EGR valve issues are not necessarily a design flaw, but rather due to the nature of a diesel engine. EGR cooler issues are related to inadequate design. 2004+ EGR coolers are more prone to failure. 2003 coolers are round, while 2004+ EGR coolers are square (and longer than the 2003 cooler).

6.0L Power Stroke Turbocharger

The 6.0L Power Stroke is equipped with a variable geometry turbocharger (VGT). The 6.0L turbocharger is very efficient & provides quick spooling with plenty of airflow through peak RPM. However, the vanes of the VGT that control the displacement of the turbo are prone to sticking from soot build up. If the vanes stick, performance will be sacrificed and the engine may experience a lot of turbo lag. The vanes can often by cleared by operating at WOT for a short period of time, spinning the turbine to a high enough RPM to free the vanes of soot. Additionally, the oil drain tube on early 6.0L Power Strokes is restrictive and can lead to turbocharger failure in some rare situations.

6.0L Oil Cooler Failure

Residual sand not removed during the casting process can clog the coolant side of the oil cooler. Old or sludgy oil can clog the oil side of the cooler. Failure can result in oil being introduced into the cooling system, or coolant overheating, which may result in serious engine damage. Aftermarket coolant filters may prevent particulate from clogging the coolant side of the cooler. Using proper engine oil and changing the oil at the recommended oil change intervals can also prevent failures. Aftermarket bypass oil filters may also prevent problems. Ford also recommends changing the engine coolant at the recommended intervals. Failure of the oil cooler has been related to head gasket failu

The 6.4 power Stroke

The 6.4 L Power Stroke, used in 2008 model year Ford Super Duty trucks, is a V8 turbodiesel engine. The engine has a sequential twin-turbo intercooled forced induction system.The engine also uses a high pressure common rail fuel injection system. It produces 350 hp (260 kW) at 3000 rpm and 650 ft·lbf (880 N·m) of torque at 2000 rpm.

This engine will also be used in International trucks and buses under the name MaxxForce 7. However, the MaxxForce 7 will not have the sequential turbocharger system; rather, it will use a single stage variable vane turbocharger. Displacement and injector systems are the same. In MaxxForce 7 guise, the engine will produce between 200-230 hp and 580–620 ft·lbf of torque.

For the 2010 model year, Navistar has upgraded the MaxxForce 7 with dual sequential turbochargers, giving it a new power range (220-300 hp @ 2600 rpm and 520–660 ft·lbf of torque @ 1600-2200 rpm).

The biggest complaint We have heard from our customers is poor fuel econmy read below these post are taken from internet blogs

I bought my 08 F350 Super Cab FX4 in Dec 07 for a couple of reasons. I had on 04 F350 with the 6.0 it was fast, MPG was about 13 but man you could hear me coming from a mile away. The new 6.4 was quiet, dealer told me to expect 15 to 18 MPG and it was faster than my 04, with still all of the towing capacity. FAST FORWARD to the real world. I baby this truck, I have 3700 miles on her and I am getting on average 9.5 MPG, when I am hauling my trailer I am getting 7 MPG. And it isn't faster than my 04 F350.

I love the truck, it is tough looking, very quiet and it does have good towing capacity, but the mileage is killing me. I am even considering a different truck because the mileage is so poor. For all of you out there who claim 15 MPG and more, please tell me how you are getting it.

Love the 7.3 Gave my son my old 1997 F-250 2wd 5-speed 4.10 gears 7.3 (8,800 GVWR) back when it had 220,000 miles on it. 244,000 now. Gets 15 around town carrying 1,000 lbs of pool chemicals. Gets 20 on the interstate @ about 75mph. I bought a 08 6.4 F-250 4 door 2wd automatic 3.73 gears (9,800 GVWR). I initially got 9.5 to 11.5 mpg around town. At just over 6,000 miles it bumped up to 12.5 to 13.3 mpg around town. At that time 9it got 16mpg @ 70mph on the interstate highway only. I made one trip at 66 mph on cruise and the mileage kept climbing until 21.2 mpg. If I pulled off the interstate further than I could throw a rock the mileage drops like a rock. I love the truck. I buy one...pay for 5 years and drive it for 10. I average 22,000 miles per year. That should easily be within the life of my truck. Do I wish the mileage was better? You bet! Would I buy a Dodge or Chevy? Nope... Drove both...not bad trucks ... just not what I liked. Dodge has a great motor but the body feels, sounds, looks and is flimsy in comparison. I still like the truck but didin't like the feel. The Chevy just didn't have enough room. Stopped right there with it. I even drove the Toyota gas motor full size. Tons of power but had a cheap look on the inside of the truck. It was a very nice truck but I wanted the longevity of a diesel. I have about 17,000 miles on my 6.4. At 36,000 it will probably lose it's dpf and get a 5" exhaust. Will check mileage figures then.
Had a 7.3 got a 6.4 wish I had a 7.3 again!

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