A word of warning about your truck Tex. The 6.0's taste better than the 7.3's. I've had 2 06's & 1 07 taken down by squirrels getting into wiring. Never had that problem with any of the 7.3's.
Not a problem, if my truck isn't on the road running it's in the garage resting. Thanks for the heads up though I wouldn't have thought of it, although they do get in my tractors on occasion.
As to the emmissions stuff, I think they skipped my truck on the assembly line for some strange reason I just don't have it on there. Who knew, huh.
Those 5.0 blocks weren't half as durable as the Modular blocks, FYI.
The Lightning 5.8L with the tubular GT40 intake, GT40 heads, a camshaft out of one of the marine crate engines made less horsepower AND torque than a run-of-the-mill 1999+ 5.4 2V.
I could not agree more with you about the Modular Blocks. IMO. They are tough and way more efficient than any 5.0 or 5.8 in it's day..
Ive had the 4.6 and i have a couple of 5.0's. They are both pretty good motors. I would say the 4.6 seems to be every bit as good as the 5 liter was, if not more. You really need to own/drive one for awhile to really appreciate it though!
__________________
$Sheldon$
2003 F-250 supercab shortbox 4x4 lariat
~Everythings legal man as long as ya dont get caught~
It wasn't a total disaster, I'm not disappointed one bit with my 6.0. Y'all 7.3 guys are stuck in the past, but I guess if your happy then so be it, I just refuse to settle.
If the 6.0 was stone reliable like the 7.3, I would agree with you. But it isn't, and the 7.3 seems to get slightly better mileage to boot.
I would trade some horsepower and NVH for better mileage and a reliable/easy to work on truck.
The 7.3 is just about as stone reliable an engine you can ask for. Please give me a single, solitary example of a mass produced Otto-cycle engine design that has never experienced a melted piston (for whatever reason) or fuel injector/fuel delivery problems. Name just one.
The 7.3 isn't stone reliable either, there is quite a few cases of them melting holes in pistons, blowing HPOP, injectors, etc..
I have never seen a 7.3 with melted pistons that was in stock form.... Yes they have had the odd injector problem. But tell me of an engine gas or diesel that has not!!!! The only way a 7.3 would melt pistons is if you are running a chip or programer and are not watching your egts.... IMO..
I have never seen a 7.3 with melted pistons that was in stock form.... Yes they have had the odd injector problem. But tell me of an engine gas or diesel that has not!!!! The only way a 7.3 would melt pistons is if you are running a chip or programer and are not watching your egts.... IMO..
Theres quite a few posts in the 7.3 sections that would like to disagree with you. Even members here have said you can easily burn the pistons on a stock 7.3
The point is the 7.3 has had its share of issues too. UVC Harness corrosion, shorting out, etc..The crackling #8 injector, EBP sensors getting plugged up, early IDM problems, romping, and a lot more common issues. Most of these problems were worked out in the later years, but guess what? Same for the 6.0. The 6.0s were quite reliable power plants by 2006
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- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
Don't all y'all 7.3 guys always have to keep a spare cps deal with y'all because it's always going out? Thought I keep hearing about something like that.
Don't all y'all 7.3 guys always have to keep a spare cps deal with y'all because it's always going out? Thought I keep hearing about something like that.
Naw we don't have to do that. We can just pretend we're in a Chevy & walk. Actually the CPS doesn't seem to go out after you throw a spare in the glove box.
Theres quite a few posts in the 7.3 sections that would like to disagree with you. Even members here have said you can easily burn the pistons on a stock 7.3
The point is the 7.3 has had its share of issues too. UVC Harness corrosion, shorting out, etc..The crackling #8 injector, EBP sensors getting plugged up, early IDM problems, romping, and a lot more common issues. Most of these problems were worked out in the later years, but guess what? Same for the 6.0. The 6.0s were quite reliable power plants by 2006
Even the later 6.0s were not as reliable as the 7.3, nowhere near it in fact. Ford's overall warranty costs were through the roof 2004-2006 due primarily to the 6.0. Ask any Ford diesel tech which is the more reliable mill, and there will be no hesistation before they respond with "the 7.3." The 7.3 is a far more reliable engine and it is far easier to work on to boot.
Yes, the 7.3 had it's common issues, but they in no way compare to the 6.0 issues in severity or frequency. Any claims to the contrary are the result of 1 or 2 possibilities: 1. delusion 2. ignorance on the issue.
I'm not tryign to say the 7.3 had more problems, I just hate it when people make the 7.3 out to be this godlike motor that can go 6 million miles on the original oil while having 10 lbs of sand dumped in the intake every 5 seconds.
But yes, back to the 6.7..
Anyone else notice the current trend in diesels going the wrong way, back to large displacement engines? The 5.9 Cummins went to 6.7, 6.0 PSD went to 6.4, then is going to go to a 6.7. All in the name of emissions too. Seems like the EPA really needs to look more into these things before they make the laws.
__________________
- Ian
1987 Ford Ranger XLT 4x4 2.9
Needs a lot of work, including some rot on the body, but shes getting there.
Don't all y'all 7.3 guys always have to keep a spare cps deal with y'all because it's always going out? Thought I keep hearing about something like that.
We find a cps is lighter, and fits better in the glove box then a set of head gaskets and a turbo
__________________
$Sheldon$
2003 F-250 supercab shortbox 4x4 lariat
~Everythings legal man as long as ya dont get caught~
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Actually the CPS doesn't seem to go out after you throw a spare in the glove box.
