I know the 6.7L is a powerhouse monster and is considered to be as reliable as the 7.3L but the more I read and hear about them I like my 6.0L more and more. Sure, 6.0L engines are old but if a 6.7L loses its CP4 pump that is a $13,000 repair! I can replace a 6.0L for about the same price. The 6.0L also does not use DEF, the 6.7L has to regen and gets less MPG compared to the 6.0L

Another thing is I can work on a 6.0L, the 6.7L looks like a complicated mess.

 

Thanks for reinforcing my decision to keep the 6.0!

 

I have experience with every diesel imaginable in pickup trucks, generators, medium and heavy trucks, and marine applications. Personally, I'd never own a common rail if I was relying on it for anything outside of a business application where an engine replacement or rebuild was a cost of doing business. The cp4 problem is bad enough, but all common rails of all makes going back to their inception fail not from wear, but from a stuck open injector (excluding lack of maintenance here). Yea, a stuck open injector is possible with an older injection system, but it is INEVITABLE with a common rail. 2, 300k miles on a common rail that was well taken care of, no blowby or oil consumption, then, whoops.....lost a cylinder due to hydrolock. Then, the "misewells" kick in, and the owner has to decide whether to replace that cylinder or do a full rebuild/replace while they're in there.

The common rail makes great power, is efficient relative to older injection systems, but the injector failure is what keeps me in older diesels. Of course, this is offering what I think without even getting into DPF, EGR, DEF and all that other filth that ruined the reasons for diesel ownership of an average joe (and business) consumer.

 

Common rails are actually simpler than the 6.0s HEUI, but that doesn't change much. If you've had good luck with your 6.0 and know how to work on it, keep it.

 

My Bud lost an injector on his very well maintained 6.0 while towing up the I-5 grade out of Shasta in CA ('04 with 140k on it). Burnt that cylinder by the time he had a place to pull over - he tows a 34' 5'er and scales around 22K. He bought a 2019 6.7 (ordered how he wanted it) and says it gets the same mileage towing as his 6.0 did, it just does everything easier (lower rpm), particularly up grades. I only personally know a small handful of folks with 6.7s, of various years, and none of them have had any major failures... There's always the other side to the story...

I doubt I'll go any farther down the diesel truck road than my 6.0 - hardly use it like it was built to be used anymore - what would I do with 1100 ft lbs of torque?! Probably go back to a gasser, but then again it would take a serious problem with my current 6.0 combined with the NEED for a hauler, to even do that (the 3.5EB F150 is pretty amazing)...

 

The 6.0 has plenty of its own overly complicated for no reason failure points ( dummy plugs, STC fitting, HPOP oil pump screen, ICP sensor, IPR, oil cooler that prone to clogging, etc.), so it’s not like the 6.7 is massively more complex than the 6.0.

The 6.7 has been out for 13 years now, is it perfect , no of course not, but it has proven itself to be more reliable than the 6.0 ever was even though it’s saddled with all the stupid emissions equipment that the 6.0 was able to avoid.

A 6.0 requires an enthusiast owner, someone to look after it and treat it with special care. The vast majority of truck owners out there just turn the key, mash the accelerator, and expect to go. The 6.7 lives with those type drivers, the 6.0 does not.
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It's funny, I have had quite a few 6.0s over the yeras (prob 5 or 6), all f250 or f350s. I have always had a garden of 5.9's and a few zf6's, and always been willing to put a combo in a truck that lost a 6.0 without question as long as the truck was worthy. That said, the only time I ever cared about a 6.0 lasting is in my excursion, cuz its my family wagon. I don't want to have to have it down because I don't have another excursion to cart the fam around in while I do a build (have plenty of pickups if a 6.0 pickup fails). It is a funny situation to care about the survival of my 6.0. And i totally agree, if someone is buying a 6.0, they have to be an enthusiast or can't wait til it fails in order to swap it.

 

My thoughts as well, along with the $80k+ plus sticker price will keep me in the 6.0.

 

It seems to me that if an owner of a 6.0L kept good maintenance, got out of using the G05 coolant, and did not try to push it with anything but a mild tune, they did pretty well. I've been on the 6.0L forums since inception, and the majority of the people who have had issues all push over the build standard and try to "improve" things with aftermarket quality replacement parts or enhancements. The biggest problem today is Ford is no longer getting the OE quality of parts. That may be due to their own desire for higher profit (I directly experienced that), or the supplier has stopped production, which could be out of business, worn out tooling that Ford doesn't want to replace, or they were bought out by Chinese.

The later model guys initially didn't have as much of a problem with the standpipes or plug replacements, and the failures were age-related. Over history, failures were probably due to poor installation during the head and injector work, back to poor maintenance, and overstressing the heads. The only reason a 6.0 requires an "enthusiast owner" is because of the poor workmanship and stupidity of some owners, i.e., "This is the third time I've had to replace head gaskets; now going to the 625+ studs", pushing over 600hp and never machining the heads.

The biggest reason for me to get out of diesel right now is the cost of fuel and maintenance. The gas models in the F-150 and Superduty class are just as capable for the towing I do occasionally. When I got in, diesel fuel was cheaper than gas and you could show in a spreadsheet how it was beneficial.

 

Wow.. a 6.0 thread, and everyone is pretty much in agreement.

My first 6.0 yrs ago was worked. Commercial and industrial. Never gave me a days issue. Egr delete, the rest stock. Mtce on a schedule, and on time or early. And (as above) I just hopped in and turned the key. I know a few others around me that had the same experience. The trucks themselves just got older and tired.

I picked up another 6.0 a year ago, just happened across it - 95k miles, nice shape, one owner, dealer maintained, bone stock except for coolant - it was 1/5 the cost of new. 13k miles later I’m still stock, have worked it hauling, towing, moved a shop with it, several heavy loads with it. I replaced the egr with new rather than clean it, and used some Archoil to help clean out the turbo.

I still have a summers worth of work for it, and maybe this fall I’ll get into some mods and firewall fwd work. But it’s running so well, I’ve to simply left well enough alone.

The only thing I can say about those common rail Cummins, it sounds like you’re driving a tractor. That’s the one thing I don’t like about them. I like the project aspect of it though.

The new/er F150s look good as well. Diesel fuel used to be less expensive than gas, good Motorcraft parts will be an issue going forward, and maintenance is more expensive. When I’m done all the bull work I have, I’ve had thoughts of moving to gas half ton. But every time I turn around, I seem to have another job for his truck.

And frankly, I happen to like this platform, summer or winter, it simply works for me.

 

While sound is subjective, I agree 100%. When I still had the 6.0 in the Excursion I loved the exhaust note, dang thing sounded like a diesel sports car. Now with the Cummins, well, it sounds like a tractor is following you everywhere. But IMHO the benefits outweigh the drawbacks, especially for me as the Excursion is not a daily driver, just a family road tripper/ travel trailer hauler. So it often sits for weeks without being driven, and the 6.0 is not tolerate of neglect, the Cummins is like your dog after you come home from work, all happy to see you and ready to play.
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Well, off topic.. but, you could always convert it to a Cat too… Looks like a fun project actually.

 

I really wanted to do an international DT360 swap, but the aftermarket support / parts are all Cummins related. You can swap any engine in with enough time , effort and money, Cummins is just the easy button.
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I've sat beside a bunch of 6.7 Powerstrokes and man they are just WAY to quiet for me even when being romped on lol. My 2006 F250 6.0 sounds like angels singing and I honestly prefer to keep the radio off when on trips cause I just love the sounds the truck makes that much! I payed 5 grand for the truck 2 years ago and put about 22 grand into it so far replacing damn near everything, but in the 75,000kms I've put on it never had to do anything to the engine. Mind you it's an overbuilt reman from BlackWater and still under 200,000kms on it now so hopefully it will last a LOT longer with some TLC.

It's been a pavement princess since day one, but I'm now in the process of turning it into a hotshot rig so dropping the 8'' lift down to 4 or 2, replacing the XL cab with a rust free Lariat/Harley one with sunroof and sliding back window, cleaning and painting the frame, swapping out NAPA brake pads/rotors for stuff that's best for towing and stuff like that. I LOVE cross country driving in my rig and figure I might as well get the truck making money rather than just bleeding it from me like a vengeful ex wife ha ha ha.

One day I'd very much like to swap 2016 or newer 6.7 F350 4x4 DRW cab on it's equivalent 2007 F350 cousin and IMHO that would be my dream rig or pretty darn close