So exactly how bad is the Powerstroke 6.0

[NVGdude]

So the old 95 F-250 is getting to the point where it might make sense to replace it with something a little bit newer, and preferably with a rear seat of some sort.

Newer, not new. Thinking early to mid 2000's.

Not talking about a daily driver here, more of a going to Home Depot/ out into the Desert shootin', hauling alfalfa viehicle. Plus possibly a horse trailer once in a while. Generally I put less than 200 miles a month on the truck. (the 01 Mustang is the daily driver)

So... Exactly how bad IS the 6.0? I know it has a bad reputation, but I don't know if it's just underpowered or a maintenance pig. Would I be better off with the aged (but reliable) 5.4 gas burner instead?

[Old Grafton]

http://www.ford-trucks.com/

'Bout anything you want to know is at Ford Truck Enthusiasts. I never had a 5.4 or a 6.0 but I'm still driving a 1999 7.3 and I will never willingly part with it in the forseeable future. (The F250 diesel 4WD automatics are fuel pigs, tho, from what I've seen/heard.) Mine is a 2WD 6-speed stick Supercab w/8' bed and it averages 20-22 mpg on level ground with no load or trailer, a little less in hill country. I just got back from a vacation pulling a 26' camper (approx. 4800lb) and averaged 12mpg driving from northern Ohio thru W.Va to Virginia and back. I only had to drop out of 6th gear a few times on really steep uphill grades. I'm half deaf anyhow so the diesel noise doesn't bother me--and the Missus likes the ride too.

[evan price]

WORSE mileage than the 7.3 it replaced.
Head gasket and head bolt failures. They used 4 bolts per cylinder instead of 6 in the 7.3s.
EGR cooler overheats and blows and that kills the motor or it carbons up your manifold. Injector problems- If you don't do good, regular oil changes the hi-pressure oil pump gums up and your injectors get sticky. 48 volt driver for the injectors overheats and fries.
One of the highest recall expenses of any motor Ford has used. The last years were better, most of the problems were in the beginning. Depends on how hard you plan on using it.

[NVGdude]

Depends on how hard you plan on using it.

Not that hard, worst would be pulling a reasonably light horse trailer. The current truck has the old In-line 300 CID 6 cylinder. (it also has a stick shift which helps tremendously but is very hard to find on a newer truck unfortunately)

Sounds like the consensus is either get a 2002 or earlier with the 7.3 or just buy the 5.4 Triton gas engine. I know better than to buy anything with that stupid V-10. Only real problem with the Triton was the tendency to spit spark plugs, and most of those problems were a failure to RTFM. (the Triton is a known quantity, same engine as the Wife's Expedition)

[Old Grafton]

Sounds like the consensus is either get a 2002 or earlier with the 7.3 or just buy the 5.4 Triton gas engine. I know better than to buy anything with that stupid V-10. Only real problem with the Triton was the tendency to spit spark plugs, and most of those problems were a failure to RTFM. (the Triton is a known quantity, same engine as the Wife's Expedition)

I'm not thumping a drum just because I own a 7.3. There are lots of relatively easy inexpensive mods that can be done to give a really amazing power increase and as long as ya don't go crazy they don't appear to cause any longevity trouble, either. The only thing I really dislike about the diesel 2wd is the appetite the truck has for lower ball joints. Figure every 40K miles. Fortunately for about $125 all the specialty tools to change 'em can be had. I'm on my 4th set.

[HTRN]

How bad is it? There's a class action suit over it.

[blackeagle603]

I'm not thumping a drum just because I own a 7.3. There are lots of relatively easy inexpensive mods that can be done to give a really amazing power increase

There are DIY/bolt on aftermarket upgrades to intake and exhaust that make a big difference (esp with chip or programming update).

Even buying a turnkey package from my 7.3 from Banks (installed at Banks Azusa plant) paid off faster than I expected. I spent $1500 for an end to end upgrade that replaced all but except the intercooler (turbo inlet/outlet plumbing, exhaust, wastegate, turbo, chip, shift controller). Figured it would pay off in 100K miles at $1.80/gal. The ROE came even faster with 3+ mpg improvement and a rise in diesel prices.

It was worth it just for the added driving pleasure and lower stress when towing. Everywhere you pull out here involves either long stretches of mountains or stop & go big city. Either way it's worst case for towing (heat, economy etc). Later I spent about $1500 to upgrade to a billet torque convertor. That improved driveability noticeably (esp when towing) and my tranny has held up well for the 120K+ I've put on it since.

[NVGdude]

Or get one with a 6.4... or a Dodge.

Worlds perfect Truck: Ford Truck with a Dodge Cummins Engine and a Chevy Allison Transmission.
(too bad they don't exist)

[evan price]

Or get one with a 6.4... or a Dodge.

Worlds perfect Truck: Ford Truck with a Dodge Cummins Engine and a Chevy Allison Transmission.
(too bad they don't exist)

Ayup... but I'd gladly pay full retail for one; knowing that with a 10/100k warranty, I'd have the loan paid off long before the warranty was gone, and that the truck would EASILY last me 20 years.

I'd vote a Toyota-Tundra-based HD 3/4 or 1-ton chassis with 8-lug wheels. Then the drivetrain would be a massaged/retuned Isuzu 4HK-1TC 5.2 liter V8 Diesel and either the Aisin-Warner A465 6-speed auto or the MZZ 6-speed manual. It's rated for use trucks such as the Isuzu NPR/NRR/NQR and good for up to Class V. Not as much raw power as the Cummins, Duramax or Powerstroke...only 215 HP and 452 lb/ft torque...Of course I don't need 800 lb-ft of torque or a truck rated to tow 25K pounds for what I use it for. But I bet a lot of people who have them don't, either.

[Precision]

Or get one with a 6.4... or a Dodge.

Worlds perfect Truck: Ford Truck with a Dodge Cummins Engine and a Chevy Allison Transmission.
(too bad they don't exist)

So buy a 2008 Ford with a blown engine, drop in some new engine mounts, the Cummins with a transmission spacer plate for the Allison, with a new crossbar or two.

I know, if only it were that easy.