Ford Diesel 6.0 PowerStroke Engines

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Power Stroke is a line of diesel engines found in Ford Diesel trucks, Ford Excursion SUVs, Ford Econoline vans, Ford LCF commercial vehicles and the Brazilian Ford Ranger. The V8 engines were produced by Navistar International Corp. until 2010 when Ford decided to build their diesel engine completely in-house.

SKU: FORD-D60 Category:

6.0L PowerStroke Engine

The 6.0L PowerStroke Engine & the 7.3L PowerStroke engine were both offered for the 2003 model year in Ford F-Series Pickups. The 6.0L Powerstroke engine taking over the whole product line in 2004 for the Ford F-Series Pickups (03-07) & Ford E-Series Super Duty till 2010 model years. The 6.0L PowerStroke engine offered increased horsepower over the older workhorse the 7.3-L.  The 6.0L PowerStroke engines utilized a ECM (Engine Control Module) and a FICM (Fuel Injection Control Module) to control the engine and injectors which was different from the previous generations having an PCM (Powertrain Control Module) & IDM (Injector Drive Module). With the additional of the FICM and a VGT (Variable-Geometry Turbo) they were able to produce up to 325HP.

The 6.0L PowerStroke engine however was not without it’s woes and was less reliable than the popular 7.3L. Some 6.0L PowerStroke engine owners were tired of the issues they had so they sought out going back to the 7.3-L engine or Cummins engines. They found it easy since it was released at the same time to go back to the 7.3L engine and all the components to do the swap were readily available. The 6.0L PowerStroke engine owners that went to the Cummins engines had there work cut out for them though and had to find ways to make it work. The company Diesel Conversion Specialists emerged making kits to make the swap for all the Cummins 6B and ISB engines easier and painless.

Despite, the number of problems, the 6.0L Power Stroke engine has proven to be reliable once the initial kinks are worked out. The problem causing components are replaced with updated versions and they can then be a dependable fleet vehicle or daily driver. The EGR Cooler was one of the problematic components that need to be replaced frequently or else it caused catastrophic engine failure. Bulletproof Diesel in Arizona devised a Stainless Steel Straight Flow Through design that never needed to be replaced for the 6.0-L PowerStroke Engine. ARP released special head studs instead of head bolts to alleviate the issues with the cylinder heads blowing gaskets. The issues were most likely caused by the faulty EGR Coolers though. The 6.0L Power Stroke engine continued outselling for Ford in the light duty diesel market. The 6.0 PowerStroke Engine was last offered in the 2007 model year. The 2005-2007 6.0L PowerStroke engines were the least problematic of the engine years, however most performance people liked the earlier less emissions equipped vehicles.


  • Fuel Injection system: Split Shot HEUI (Hydraulic Electronic Unit Injectors)
  • Valve Train: OHV 4-valve
  • Turbo configuration: Single Variable Vane Geometry (VGT)


• Dimensions – the 6.0L Power Stroke is approximately 35 inches long, 38.3 inches wide, and 40.7 inches tall.
• The 6.0L is based on International’s VT365 (the name “Power Stroke” is unique to Ford pickup applications). The engines are similar, save for a few differences such as power ratings, emissions equipment, and maximum engine speed. VT365 stands for variable geometry turbocharger, 365 cubic inches. The VT365 was commonly used in International medium duty trucks.
• The 6.0 liter Power Stroke is known for its quick spooling turbocharger, which gives it increased low rpm performance and great throttle response.
• The 6.0 liter Power Stroke was featured as one of Ward’s 10 best engines for 2003 in their annual top 10 review.


It is said that the earliest 6.0L Power Strokes were plagued with the most problems. However, it is difficult to prove any correlation between the engine’s model year and the percentage of trucks experiencing technical difficulties. It is correct to say that the 6.0L Power Stroke is tempermental, but a stretch to call the engine a “lemon”. Many of the sensors and problematic engine systems have been replaced by updated parts, so factory replacements are often higher quality than the originals. Owners who have not experienced problems with their 6.0L will be the first to tell you just how much of a workhorse it is. The key to avoiding problems with the 6.0L Power Stroke is understanding the cause of the common issues and meticulously following the recommended service schedule provided by Ford Motor Company. Treat your 6.0L well and it should perform accordingly.


Information Courtesy of


Engine: 6.0L Power Stroke diesel V-8 (based on the International VT 365).
Years Produced: 2003 to 2007 model years.
Displacement: 6.0 liters, 365 cubic inches.
Block/Head Material: Cast iron block, cast iron cylinder heads.
Compression Ratio: 18.0 : 1
Firing Order: 1-2-7-3-4-5-6-8
Bore: 3.74 inches (95 mm)
Stroke: 4.134 inches (105 mm)
Aspiration: Single Garrett variable geometry turbocharger (VGT).
Injection: Direct injection, Electro Hydraulic Generation Two (G2) injection technology (HEUI injectors, 26,000 psi)
Valvetrain: Single gear driven camshaft, 4-valves per cylinder (32 valve pushrod valvetrain).
Oil Capacity: 15 quarts w/ filter.
Engine Weight: Approx. 966 lbs w/ oil.
Emissions Equipment: Exhaust gas recirculation (EGR) and diesel oxidation catalyst (DOC).
Peak Horsepower: 325 HP @ 3,300 RPM
Peak Torque: 560 lb-ft @ 2,000 RPM (2003-2004 model years)
570 lb-ft @ 2,000 RPM (2005-2007 model years)


Before calling to request price and availability, please gather the following information from the data tag located on the valve cover:

Serial number
Arrangement number
Vehicle/equipment make and model