Year model compatibility issues?
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FTE Leadership Emeritus
Joined: May 2001
Posts: 13,653
Likes: 6
From: Cabot, Arkansas
Year model compatibility issues?
Hi guys. I need some advice from those of you in the know.
A friend of mine is looking at a truck (03, F-350 Lariat, CC, DRW, 4x4, 6.0)
The truck currently is sitting down at a local mechanics shop. It just drove here from Houston Tx, but evidently isn't running correctly. The way I understand it is the 03 engine "blew up" down in Texas and was replaced with an 06 model 6.0.
The mechanic says it made the entire trip in limp mode because of "several generations of upgrades" and that he "would not be able to make it run correctly without a new computer, wiring harness, injectors, and most of the sensors." Basically said the 06 engine is not compatible with the 03 systems.
I thought that sounded like a rather large load of.....something stinky, but I'm a 7.3 guy. I really don't know the 6.0 systems all that well.
So my question for y'all is: Does the mechanics story sound plausible, or should it be more of a plug and play deal?
A friend of mine is looking at a truck (03, F-350 Lariat, CC, DRW, 4x4, 6.0)
The truck currently is sitting down at a local mechanics shop. It just drove here from Houston Tx, but evidently isn't running correctly. The way I understand it is the 03 engine "blew up" down in Texas and was replaced with an 06 model 6.0.
The mechanic says it made the entire trip in limp mode because of "several generations of upgrades" and that he "would not be able to make it run correctly without a new computer, wiring harness, injectors, and most of the sensors." Basically said the 06 engine is not compatible with the 03 systems.
I thought that sounded like a rather large load of.....something stinky, but I'm a 7.3 guy. I really don't know the 6.0 systems all that well.
So my question for y'all is: Does the mechanics story sound plausible, or should it be more of a plug and play deal?
Senior User
Joined: Sep 2007
Posts: 184
Likes: 0
From: Temple City, CA
The only thing I can think of that would make a difference would be that the ICP sensor on the 06 engine is on the passenger side valve cover and the 03 was on the back of the motor. The 03 wiring harness would just need to be extended so it would go to the passenger side valve cover but beyond that everything electrical hooks up the same way and thats all that really matters as the computers don't care what motor is in there. Please do not buy the truck from that mechanic as he obviously doesn't know what he is doing.
Cargo Master
Joined: May 2002
Posts: 3,271
Likes: 229
From: Gulf Coast, FL
Depending on the build date of the motor there is a big difference. After Jan '06 the 6.0 motors were "commomized" to help ready the factory for the 6.4L production. I'm not certian but I would say the tranny may not bolt up since '05-newer run 5R100 trannies.
PCM tuning would be different, not to mention wiring harness connectors. It's far, not too far, from a plug-n-play swap between 03-04 6.0L motors and 05-07 motors.
PCM tuning would be different, not to mention wiring harness connectors. It's far, not too far, from a plug-n-play swap between 03-04 6.0L motors and 05-07 motors.
Senior User
Joined: Sep 2007
Posts: 184
Likes: 0
From: Temple City, CA
The Commonized motors only had things changed in the heads to gear up for the new 6.4 and unless you take off the valve cover you would never know except by possible serial numbers on the motor valve cover. I copied this from another thread:
Here's the commonization info courtesy of our mod Maxium4X4
Subject: 2006 6.0L Diesel Power Stroke Cylinder Head Commonization
Effective Date: Ford Production Assembly Plants - January 11, 2006
Kentucky Truck Plant (Super Duty) & Lorraine Assembly Plant (Econoline)
Description
Changes are being made to the 6.0L diesel cylinder head, head gasket, crankcase block, rocker
arm carrier and injector hold down clamps for the 2006 Super Duty and Econoline Program. The
action is taking place to facilitate/communize the International manufacturing process for the
upcoming 6.4L program. The 2006 6.0L used in Ford vehicles after January 11, 2006 are being
referred to as "Commonization Engines".
Part number details are provided on a separate excel spreadsheet.
Figure 1 - New cylinder head
1. Carrier boss bolt holes M10 x 1.5
2. Injector clamp bolt holes (relocated)
The new cylinder heads have several casting changes including a slight injector clamp bolt hole
relocation (2, figure 1) and the carrier boss bolt hole size and location changes (1, figure 1). New
cylinder heads also use 32 mm cup plugs replacing the old 28 mm cup plugs.
The cylinder head gasket is also new to accommodate the new 20mm cylinder head location
dowels. Pre commonization head use 18mm dowels
Note: At this time the new cylinder head assembly is not interchangeable with the previously level
head.
Figure 2 – Previous Level Cylinder Head
1. Carrier boss bolt holes M8 x 1.5
2. Injector clamp bolt holes (original locations)
Note: The previous level cylinder head assembly is not interchangeable with the new head.
Figure 3 - New Block Assembly
The new crankcase (block) uses two 20mm cylinder head locating dowels per head.
The old crankcase (block) uses two 18mm cylinder head locating dowels per head.
Note: The new and old block assembly is not interchangeable. This affects replacement of all 6009
short blocks and the 6010 bare blocks.
Rocker Arm Carrier:
Figure 4 - New Rocker Arm Carrier
Casting changes to the rocker carrier provide increased clearance for new injector hold down
clamps (figure 6). The new carrier also uses only 2 bolts and locating dowels to attach the carrier
to the head.
The new rocker carrier is serviced in a Rocker Arm Carrier Kit which includes the rocker carrier
cover, gasket and necessary dowels.
Note: The new and old rocker arm carrier kits are not interchangeable.
Figure 5 – Previous Level Rocker Arm Carrier Kit
The old rocker arm carrier uses 4 attaching bolts to hold the carrier to the old cylinder head (figure
2).
The previous rocker arm carrier is also serviced in a kit which includes the rocker carrier cover,
gasket and necessary dowels.
Note: The previous level rocker arm kit is not interchangeable with the new kit and will remain
available for service.
Injector Hold Down Clamp:
Figure 6 - New Injector Hold Down Clamp Assembly
The tail end of the new injector hold down clamp is being reduced to avoid interference with the
rocker arm carrier wall. Injector hold down clamp bolt torque will increase from 24 lbf·ft to 25.8 lbf·ft
and bolt head size will increase from T40 to T45.
Note: The new and old injector hold down clamps are not in interchangeable.
Figure 7 – Previous Level Injector Hold Down Clamp Assembly
Note: The new and old injector hold down clamps are not in interchangeable. The old injector hold
down clamp will remain available for service.
Also the 5R110 automatic transmission was started in 03 and ALL 6.0 liter diesel trucks with an automatic have this transmission. As far as electrical connectors everything in the newer motor should be backwards compatible with possibly a few sensors needing to be extended to reach but that would be about it. Injectors are slightly different but plug into the injector harness the same way, as the newer injectors work in 03 motors. Computer could need an update but the motor should still run with no problems even if it is not updated(theoretically), computer update would solve that issue if it had one.
Here's the commonization info courtesy of our mod Maxium4X4
Subject: 2006 6.0L Diesel Power Stroke Cylinder Head Commonization
Effective Date: Ford Production Assembly Plants - January 11, 2006
Kentucky Truck Plant (Super Duty) & Lorraine Assembly Plant (Econoline)
Description
Changes are being made to the 6.0L diesel cylinder head, head gasket, crankcase block, rocker
arm carrier and injector hold down clamps for the 2006 Super Duty and Econoline Program. The
action is taking place to facilitate/communize the International manufacturing process for the
upcoming 6.4L program. The 2006 6.0L used in Ford vehicles after January 11, 2006 are being
referred to as "Commonization Engines".
Part number details are provided on a separate excel spreadsheet.
Figure 1 - New cylinder head
1. Carrier boss bolt holes M10 x 1.5
2. Injector clamp bolt holes (relocated)
The new cylinder heads have several casting changes including a slight injector clamp bolt hole
relocation (2, figure 1) and the carrier boss bolt hole size and location changes (1, figure 1). New
cylinder heads also use 32 mm cup plugs replacing the old 28 mm cup plugs.
The cylinder head gasket is also new to accommodate the new 20mm cylinder head location
dowels. Pre commonization head use 18mm dowels
Note: At this time the new cylinder head assembly is not interchangeable with the previously level
head.
Figure 2 – Previous Level Cylinder Head
1. Carrier boss bolt holes M8 x 1.5
2. Injector clamp bolt holes (original locations)
Note: The previous level cylinder head assembly is not interchangeable with the new head.
Figure 3 - New Block Assembly
The new crankcase (block) uses two 20mm cylinder head locating dowels per head.
The old crankcase (block) uses two 18mm cylinder head locating dowels per head.
Note: The new and old block assembly is not interchangeable. This affects replacement of all 6009
short blocks and the 6010 bare blocks.
Rocker Arm Carrier:
Figure 4 - New Rocker Arm Carrier
Casting changes to the rocker carrier provide increased clearance for new injector hold down
clamps (figure 6). The new carrier also uses only 2 bolts and locating dowels to attach the carrier
to the head.
The new rocker carrier is serviced in a Rocker Arm Carrier Kit which includes the rocker carrier
cover, gasket and necessary dowels.
Note: The new and old rocker arm carrier kits are not interchangeable.
Figure 5 – Previous Level Rocker Arm Carrier Kit
The old rocker arm carrier uses 4 attaching bolts to hold the carrier to the old cylinder head (figure
2).
The previous rocker arm carrier is also serviced in a kit which includes the rocker carrier cover,
gasket and necessary dowels.
Note: The previous level rocker arm kit is not interchangeable with the new kit and will remain
available for service.
Injector Hold Down Clamp:
Figure 6 - New Injector Hold Down Clamp Assembly
The tail end of the new injector hold down clamp is being reduced to avoid interference with the
rocker arm carrier wall. Injector hold down clamp bolt torque will increase from 24 lbf·ft to 25.8 lbf·ft
and bolt head size will increase from T40 to T45.
Note: The new and old injector hold down clamps are not in interchangeable.
Figure 7 – Previous Level Injector Hold Down Clamp Assembly
Note: The new and old injector hold down clamps are not in interchangeable. The old injector hold
down clamp will remain available for service.
Also the 5R110 automatic transmission was started in 03 and ALL 6.0 liter diesel trucks with an automatic have this transmission. As far as electrical connectors everything in the newer motor should be backwards compatible with possibly a few sensors needing to be extended to reach but that would be about it. Injectors are slightly different but plug into the injector harness the same way, as the newer injectors work in 03 motors. Computer could need an update but the motor should still run with no problems even if it is not updated(theoretically), computer update would solve that issue if it had one.
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Thread Starter
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FTE Leadership Emeritus
Joined: May 2001
Posts: 13,653
Likes: 6
From: Cabot, Arkansas
Thanks guys. That is very helpful.
He wouldn't be buying the truck from the mechanic. It's the mechanic we think is trying to rip this girl off. If my guy buys the truck it will kind of be a "friend of a friend" favor.....in other words, he can get it for payoff and get his friend out of a hole.
If the truck was driven from Houston to here with the ICP unplugged it definitely would explain the lousy operating conditions.....other than that it seems like a simple computer update makes the most sense.
Either way, it would seem the first order of business would be to get it moved. Clearly the mechanic that has it doesn't need to store it any more.
He wouldn't be buying the truck from the mechanic. It's the mechanic we think is trying to rip this girl off. If my guy buys the truck it will kind of be a "friend of a friend" favor.....in other words, he can get it for payoff and get his friend out of a hole.
If the truck was driven from Houston to here with the ICP unplugged it definitely would explain the lousy operating conditions.....other than that it seems like a simple computer update makes the most sense.
Either way, it would seem the first order of business would be to get it moved. Clearly the mechanic that has it doesn't need to store it any more.
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