I own a 03 6.0 I replaced the turbo EGR valve ICP and the VGT sensor I wouldn't trade my 6.0 for anything else.

I had 7.3 PSD sorry rather have the 6.0 more power and more quiet.

Guys that bash the 6.0 that never owned one or have no experience with them.

Big Red sounds like a idiot.

 

I liked my 7.3, but the only specific thing I can say now is that the air filter was easier to change! And it smoked like crazy when I jammed on it, so I could say "hi" to the local bicycle riders when they rode 3 abreast on the local crowded roads!!!

Overall, in spite of some problems, my 6.0 easily beats the 7.3. This forum has definitely helped overcome those problems.

And I think his post name, "BIG BAD", says it all...

 

Actually Kenworth, the guys that I know that bash them the most are the ones with the most experience with them.

Those people with the most experience would be highly trained and certified Ford diesel techs (not untrained hourly guys) and several fleet managers with primary data regarding the VT365, T444E and the DT466 Internationals.

Outside of happy individual consumer, I've yet to met anyone with first hand experience with fleets that actually likes the PSD 6.0/VT365.

The 6.0 makes for a good hot rod, I'll give it that, but as a long-lived-work-for-a-living diesel it falls short.

 

I operate a 26 vehicle fleet, we have one 6.0 Powerstroke and one VT 365 and are quite happy with both. We also have 7 T444Es, 4 DT466s, 1 DT360 and 1 MB906 engines to compare them to.

 

Of course you do, UPS and Blue Bell fleets tell a different story.

 

anything man made is going to break at some point.

let's think about it this way. . . this forum is like any other forum out there. the people who generally show up need some sort of help. the resident folks who keep coming back (Big Bad's 200 posters) are the ones who can provide the best help if someone new comes in and says "my truck is doing <this>..." or "my truck has <this> problem..." and you know what? i ain't real smart, but i've seen a lot of them get fixed with the help of those guys.

it's just like, yet another, forum i hang out on. except that one is guns. and who are the ones who show up there? the ones who need help. it's exactly the same as here. both ford/international and the gun company have made thousands/millions of them, some will have problems. those recurring problems occur for a while until the mfr gets a fix for it, and many with problems search out a fix online. while the guy who has never had nary a problem isn't going to google some made up issue he doesn't have to find FTE.

if you looked at my oasis report, you might think that it had more severe problems than it really has. it went in 3 times for the same problem by 2 dealers until they got the thing fixed. i didn't switch dealers by choice, it was because i moved. both had decent techs, and i was fortunate they finally hashed it out before the warranty expired.

mind you, i'm just a simple minded dumb ***, but it seems to me that this "Big Bad" fellow is more of a jackass than he is worth. i am appreciative of the resident "know it all's" here because they've helped me out a time or two.

 

I personally think that every person that is part of this site has there own opinion. I dont think anyones comment is worse than anothers its just a matter of opinion. I really dont like the 6.0s/vt365s. I work on them every single day. I rarely work on t444e's and not many dt466s for that matter. That just goes to show you what the engines are like. Now lets be honest guys. Dont you all think that if the 6.0 was a good engine that ford would have sued international for having soooooo many warrenty claims. You never heard of anything like that with any of there other engines. The bottom line is that international messed up with the 6.0. They lost a contract with the #1 selling diesel pickup trucks. Now ford is building the 6.7L because of that. So far the 6.4 seems to be holding up good but thats not enough to convince ford to stay. Trust me i dont claim to know it all but the 6.0 was not a very good engine. Like i said before everyone has their opinions and this is mine.

 

Can you explain how the 11 engines on average each year BLOW UP?

 

Its true that the 6.0/VT365 had some issues and some "Achilles heals".

BUT it may be stretching things a bit and/or making assumptions to say that International lost a contract and Ford is now building the 6.7 because of their issues with the 6.0 Powerstroke;

Part of the disagreement between Ford and Navistar was over what Navistar was charging them for the 6.4., Ford now brings down their costs by building their own diesel in Mexico.

Fords 2010 diesel engine emission strategy is with SCR/urea, Navistars is with "advanced EGR".

Cummins also lost a big engine supply contract with Navistar because Cummins decided to go solely with SCR/urea, so this 2010 deal is definately a "fork" in the road for truck and engine suppliers.

Ford never "fired" Navistar as a supplier/partner as Navistar continues to build engines for Ford for the South America market and also continues to build the F650s and F750s for Ford in Mexico. (another example of Fords attempts to control costs by sourcing south of the border)

 

You may have a point with the saving costs for ford But i know for a fact the main reson behind the split is because of the 6.0. There was a newsletter released 2 months ago staing the legal issues between ford and international. Im not trying to blow smoke up anyones butt here im just stateing some of the stuff i have learned

 

When i check engines i start out doing a relative compression test which tells you how many rpms each cly has. Then i do a cly cutout test and extract fuel rate from that. You then do a deviation test that we have set up the formula on excel and that is supposed t pinpoint posssible bad cly. When you find your suspect cly. Go after those with a manual comp test. I did this last night and found yet again an engine with only 110 in numbers 1,4,8. I have not been able to come up with a definent cause neither has international. Only thing i can think is that those engines have to run really hard to move those trucks and some engines just canttake the abuse

 

And yet Ford continues to purchase the 6.0s from International for use in the E-Series vans and will continue offering the option to its customers till the end of March 2010 At which time there will no longer be a diesel option for the E -Series. Ford will actually be allowing you to order a 6.0 in an E-Series van months after you can no longer get a 6.4

Here is Internationals press release on the subject;

"Navistar, Ford Reach New Business Agreement


Warrenville, IL (January 21, 2009) Navistar and Ford reached an agreement last week to restructure our ongoing business relationship and settle all existing litigation between our companies.
“Navistar and Ford benefited from a successful partnership that provided value to both companies for nearly three decades. Therefore, it’s in our best interests to resolve our conflict and continue our relationship with each other in other areas,” said Dan Ustian, chairman, president and CEO. “The next phase of our relationship is consistent with Navistar’s strategy to diversify our customer base, while continuing to provide value to both companies through our existing joint ventures and our supply agreement in South America.”
As a result of the agreement, Navistar and Ford will end our current diesel engine supply agreement, effective Dec. 31, 2009. However, we will continue to collaborate on a range of initiatives, including the existing Blue Diamond Truck and Parts joint ventures.
Navistar will acquire additional equity in the Blue Diamond joint ventures, which will continue to offer dealers and customers F-650 and F-750 medium duty trucks, as well as parts support for a variety of Ford products, including Ford's PowerStroke Diesel-equipped trucks. We will also continue our diesel engine supply relationship with Ford in South America.
Ford will also make a payment to Navistar as a result of the agreement.
“We are pleased to have reached an agreement with Navistar that we believe is in the best interest of both companies,” said Mark Fields, Ford's president of The Americas. “This agreement comprehensively addresses our business relationship with Navistar and will help both companies focus on meeting the needs of our current and future truck customers.”"

 

Thanks for the info, but it still didn't answer my question as to how so many engines blow up also I am a bit confused on how many rpm each cylinder has? I would think if the crank is going X amount of rpm's everything connected to it is turning the same amount.

 

Its cylinder contribution test, similar to how on a gasoline engine you would pull one plug wire at a time and note the effect on engine rpms.

 

No it is not a cly contribution test. That test was something done on 444e and older dt466e. The relative compression test is different. I will be honest and say i can not remember what the test measure exacly but if anyone is interested i will look it up tommorrow night