This is kind of lazy but after reading a bit the big differences I'm seeing from an 03 motor and a newer one is the HPOP and the injectors (I think the spool valves are different).

My son wants me to help him build a motor to put in his 05. We found a complete 03 with turbo, head studs etc that I think we can get for under $1000... the story is it started smoking like crazy and had diesel in the exhaust. If we are going to do this we want to do it right as he has time and money. He wants to do a mild build, DIY KC stage 2 turbo, send injectors to Warren, etc...

To start, is there any reason an 03 block would be any better or worse than another?

 

2003 cams are supposedly better, metal rocker retainers instead of plastic, ICP is next to the IPR, 90mm water pump instead of 100mm, HPOP failure rate is higher, 18mm dowel heads, weaker injector bosses. I’m sure there are more differences but these are from memory.
You can swap the oil rails, branch tubes, HPOP, HPOP cover and valve covers to a 2005 and have the better HPOP and ICP more accessible on the valve cover but that also means splicing a longer pigtail for the ICP to reach the opposite side valve cover. The 90mm water pump is not an issue for me but you can swap the front cover to a newer model with the 100mm pump housing.
The 2003 turbo also spools up faster for low end torque and has that 10 blade turbine that makes the 6.0 whistle most people like but that doesn’t matter if it’s being upgraded.
I’d look at Holder Performance for injectors. 3 year 100k mile warranty is the best in the business. I have Holder Premiums with no issues in almost 20k miles.

 

2003 cams have a different profile with better low end torque, but more prone to ramp scuffing and probably failure. It wasn’t until the 2006.5 heads (20mm dowels) that the injector area was redesigned.

 

Thanks, thanks for the info both of you. I forgot about the 90mm water pump. I will look into those Holder Performance injectors for sure. We plan to keep the 05 running while we do another engine and eventually rebuild the 05.

That said, is converting to the newer style HPOP, branch tube, rails and ICP relocate a significant upgrade? I'm hoping to convince him on a new HPOP and thought if we get a high quality one it would be sufficient but if we are going this far with it we might as well go all the way. Opinions?

Are the older injector bosses a common failure item or 06.5 heads worth considering? I want to pretty much rebuild from the ground up but his budget and patience may come into play... just wanting to weigh some of that when we decide what year we should try to find.

 

Instead of fooling with all the parts needed to convert my 2003 to the 2005 HPOP I bought the DieselSite Adrenaline and it has been flawless for about 25k now pushing it pretty hard with larger injectors and other performance upgrades. If staying as stock as possible you can buy the standard Adrenaline and not the higher output.

 

Thanks, I've been reading a bit and I think that is the route I would want (him) to go also with that HPOP, looks like FCIMrepair has them and we are in Iowa. He wants to do slightly larger injectors, he found a KC stage 2 DIY kit for an 03 someone has that was never used so this 03 motor and turbo kit is making sense to him. I want him to start calculating and figuring an idea on total cost so he doesn't get in over his head.

I'd be interested in what all you did and if there's anything you would have changed etc Thanks!

 

I got a ton of parts through FICMrepair including my ultra FICM with Atlas40 tune. I have a list of modifications, upgrades and new parts a mile long saved. I might have some items on twice or items that have been deleted or upgraded that I didn’t remove. Here you go:

SCT X4 tuner, Gearhead custom tunes, ARP 2000 studs, Ultra FICM/Atlas 40, Driven Diesel regulated return, 6.7L fuel pump/ custom fuel system, Powermax/RiffRaff billet wheel, Dieselsite EGR delete, CCV mod, S&B Stage 2 air filter, Dieselsite Adrenaline HPOP, 4" pipe/5” black MBRP tip, RiffRaff boots, CFS HD intercooler, MBRP Y pipe, DieselSite coolant/trans filter, Mishimoto alum radiator/Fumoto drain, 7.3 fan clutch mod, Dieselsite coolant return, 6.4 trans filter/PML pan, MTS shift solenoid upgrade, 6.4 Mean Green starter, Leece Neville 230amp alternator/full cable upgrade, Optima Red tops, updated engine/FICM harness/Tesla heat tape Mishimoto radiator, Hayden fan clutch, BPD fan clutch adapter, Dieselsite Adrenaline high output HPOP, rear end Mobil 1, HFCM rebuild, Transmission mods/Changed Fluid/All three filters, Injectors, HHC Nipple cups/o rings, Powermax, Turbo feed/drain/updated oil cooler cover, 175/30 Holder Premium injectors, engine/FICM harnesses, transfer case top off, differential lube, brake system flush, power steering flush, Powerstop brake pads and slotted/drilled rotors, Russell SS lines, Motorcraft master cylinder, CSF HD aluminum intercooler, ATS X and Modified C leaf springs, 2” hangers, 2” shackles, 4” tapered rear blocks, Chromoly adjustable track bar, Weld Forged 18x10” wheels, Cooper 305/75R18 tires, UCF o-ringed heads, Mahle head gaskets, rocker box gaskets, oil pan reseal/POR15 paint, oil cooler reseal, IPR stainless HPOP screen, Motorcraft glow plugs, Motorcraft glow plug harnesses, Motorcraft injector reseal, 6.7 fuel system, Driven Diesel coolant return lines, firewall heat shield, IPR heat shield, DEI wrapped down pipe, 0.020” over Mahle shaved .010” pistons, new Clevite rod/cam/crank bearings, crank regrind, block resurfaced .003” off, new rod bushings milled to wrist pins, Colt Stage 2 cam, new UCF o-ringed heads (2nd set, first had bad injector cups under warranty 5200 miles), front and rear seals, LPOP gearotor, stand pipes and braided hoses, HPOP reseal, Motorcraft updated oil cooler kit, Motorcraft head gaskets, injector clean and reseal, Hylift Johnson HD direct shot lifters, bedplate reseal, oil pan and rocker reseal, Motorcraft camshaft sensor, Mishimoto 200 degree thermostat and housing, Dieselsite intake elbow/butterfly delete, Dieselsite billet impeller water pump, belt tensioner, grooved and smooth pulleys, v-band clamps, Pirate Jack hydroboost rebuild kit, Sweeting’s upgraded hydroboost hoses/fittings, Blue Top Steering Gear, red Mishimoto power steering cooler with braided stainless lines to and from steering gear, fresh Rotella ELC, Joe Gibbs 05308 break in oil, Schaeffer’s 15w-40, Cerakoted exhaust manifolds and Powdercoated red flake intake elbow, CAC pipes, heater hard line and FICM bracket, 1200 degree Rustoleum paint on engine bay frame

 

Dang, that seems like a great list.

 

It was spread out over 3 years, no way I could have done it all by myself in one shot.

 

Some data on differences. You can build off the 03 platform, upgrade the HPOP to newer config with passenger side ICP, better pump (I recommend the OEM pump). Keep the 03 turbo (I prefer over newer). Stick with Ford / Motorcraft OEM parts where possible.

2003 MODEL YEAR CHANGES
Early into the 2003 MY, the oil supply line for the turbocharger was changed from a quick-connect fitting to a collared fitting and sealed with a larger o-ring to reduce the risk of leaking. • Late in the 2003 model year, the wiring harnesses were relocated so that both wiring harnesses are no longer routed on the same path. This was said to improve reliability; the previous routing method was likely contributing to wire chafing. • Midway through the 2003 model year, a sleeve in the HPOP (high pressure oil pump) cover for the high pressure oil discharge tube was removed and the sealing surface was machined for the o-ring instead. • A revised injector clevis was introduced midway through the 2003 MY to reduce wear inside the injector.
Injector hold-downs (18 mm heads): 3C3Z-9C995-AA .... T40 bolt head
03 90mm 4 o'clock lower rad hose outlet

2004 MODEL YEAR CHANGES
Unless otherwise noted, the serial number cutoff for the following changes is 6155637 for engines built in Indianapolis, IN, and 0094580 for engines built in Huntsville, AL. The build date cutoff for the following changes is September 29th, 2003. Earlier 2004 MY trucks were fitted with 2003 MY engines. • New, more efficient piston bowl (combustion chamber) design introduced to improve emissions. • Glow plug shortened by 1.2 mm to coincide with new piston design. Do not attempt to use 2003 MY glow plugs in a 2004+ MY engine; glow plug to piston contact will occur. • Six M8 fasteners in center of oil pan eliminated and a stronger upper oil pan casting introduced. Revised upper oil pan is compatible with previous model year engines. • New camshaft with revised lobe separation angle, lift, and duration; not compatible with previous MY engines. • Water pump impeller size increased from 90 mm to 100 mm diameter for improved coolant flow and cooling capacity. Not interchangeable with previous MY engines. • New FICM (fuel injection control module) bracket with larger insulators, designed to improve reliability of FICM by isolating from engine vibration. • Upgraded, new "wavy" high pressure oil rail. Reduces engine noise, improves fuel economy, and reduces pressure drop in injectors. The updated oil rail holds a higher volume of oil than the 2003 MY engine. • Revised HPOP to meet demands of new, high volume oil rail. V-pump design replaces previous swash plate design. • ICP sensor relocated to front right oil rail (passenger side), can be removed without pulling the valve cover. • Removable, reusable heat shield added to the IPR sensor. • Glow plug control module bracket repositioned in order to be compatible with repositioned ICP sensor. Not interchangeable with previous model year engines. • Glow plug harness and rocker arm carrier revised to increase serviceability and make the glow plug harness easier to access. Not interchangeable with previous model year engines. • Injector plungers coated with DLC (diamond like carbon) coating to reduce injector wear. • Injector connector clip repositioned from the 9 o'clock position to the 12 o'clock position. This helped with serviceability, as some of the clips were difficult to access. • EGR throttle blade added for emissions purposes. • Cross over section in rear of intake manifold eliminated. • Square EGR cooler replaces previous model year's round cooler. • Due to the new high pressure oil rail, the crankcase breather was relocated and externally mounted. • 3 fins added to the turbocharger's compressor wheel to reduce noise. Spacers on the turbocharger mount removed, not required on redesigned turbocharger. • Revised rear crankshaft oil seal.
Injector hold-downs (18 mm heads): 3C3Z-9C995-AA .... T40 bolt head
04 100mm 4 o'clock outlet, also fits all years of econoline

2005 MODEL YEAR CHANGES
Peak torque increased from 560 lb-ft to 570 lb-ft. • Fuel line trap added to the fuel supply line to prevent fuel from draining from the secondary filter housing; not interchangeable with previous model year engines. • Revised VGT (variable geometry turbocharger) control valve for quicker response. 200 micron filter screen added to oil inlet of control valve to filter debris. The updated VGT control valve is interchangeable with previous model year engines.

Turbocharger bearings increased in length by 1 mm; more robust design, increased reliability. • 2005 MY engines received a new, V4 high pressure oil pump. Flow is comparable to the previous HPOP, however response at low speeds was increased and the pump is a more robust design than previous models. • IPR relocated to top of the HPOP through a new cast aluminum cover. IPR not interchangeable with previous MY engines. • New high pressure oil rails with 2 mm longer ball tubes (designed to help with the assembly process); not interchangeable with previous MY engines. • Relocated coolant inlet ports on the front engine cover to make room for revised power steering pump; covers are not interchangeable with previous MY engines. • Improved EGR valve with revised shaft seal. Included new intake manifold designed specifically for the EGR valve. Neither are interchangeable with previous MY engines. • Scoop added to exhaust up-pipe to smooth flow of exhaust gases to the EGR cooler. EGR throttle eliminated for 2005 MY.
Injector hold-downs (18 mm heads): 3C3Z-9C995-AA .... T40 bolt head
05+ 100mm 3 o'clock outlet, will fit an 03-04 but you need a different lower radiator hose

2006 & 2007 MODEL YEAR CHANGES
An upgraded oil drain tube for the turbocharger was introduced for the 2007 model year. It featured smooth mandrel bends, as opposed to the "kinked" bends of the earlier design. The revised drain tube is believed to have improved turbocharger reliability and longevity. • 2007 model year engines received a revised oil drain passage in the turbocharger, further reducing reliability concerns with the Power Stroke's turbocharger.
20MM Dowels in Cylinder Heads (After ………/…/……2006)
Injector hold-downs (20 mm heads): 6C3Z-9C995-A .... T45 bolt head

 

Do some research on Warren injectors. They have great customer service but they have had a lot of early failures. Personally I would trust Holders (as SmackDady recommended) or Full Force for modified injectors.

Oh, and the swash plate design was changed for higher capacity in mid-to-late 04, but the V-style pump was introduced in 2005, not 2004.5 (the powerstrokehub article was incorrect)
http://www.powerstrokehub.com/6.0-mo...r-changes.html

 

Definitely will be looking at the other injector options.

Seems like an Adrenaline HPOP would be a good one as well, correct?

 

I have Holder Premium injectors and the Adrenaline HPOP both holding up perfectly. Holder has the best warranty in the injector world 3 year/unlimited mileage and you get a bench flow test printout of each injector with them. Rykan will help you out and is not a ghost like other vendors. He answers when you need to contact him.

 

You can get Holder injectors at FICM Repair also, along with just about anything else. And Ed will match prices.

The Deisel Site HPOPs, standard or Adrenaline, are the only choices worth the trouble. Mine just turned 4 years @ 69k and no trouble so far.