2003-2007 6.0
From WVO Designs Wiki
The 7.3L (444 ) Power Stroke was replaced by the 6.0 L (365 CID) for the 2003 model year. This version was built until mid December 2006 (2007 model year). So many 6.0 L Power Stroke engines were proven to be unreliable, and may have cost Ford hundreds of millions of dollars in warranty repairs and leading to a recall and repurchase of at least 500 trucks. There were initial quality challenges which Ford and Navistar have mostly rectified, with EGR and injector issues being the most notable exceptions. The reliability of the later 6.0L engines, after the dealership technicians were fully trained on the product, has been very good. Many early problems were disastrous, requiring total engine replacement. There were also minor problems resulting from the unreliable variable-vane turbocharger solenoid, EGR valve carbon deposit clogging/sticking, defective Exhaust Pressure (EP) sensor/connector, numerous PCM (Powetrain Control Module) recalibrations, fuel injector harness chafing/crushing and other minor driveability and QC issues. As with competitive engine products offered by GM and Dodge, the 6.0L suffered from an inability to conform to the new Federal diesel emissions standards which took effect on January 1, 2007. There were many running changes to the engine and in the 2006 year model the 6.0 had the lowest rate of warranty claims across the board for Ford Motor Company when compared to all of Ford's gas and diesel engines.
The EGR valve carbon deposit issue in the 6.0L has proved common enough to merit some special attention. When the valve clogs, it requires replacement, which has often been done under the powertrain warranty. However, it is only a matter of time, depending on driving conditions, before the EGR valve will again fail and require replacement. When the valve fails, the "Check Engine" light comes on, and the idle becomes slightly more rough, though the engine continues to function with no apparent loss of power.
There are a number of fixes for this—authorized, and "otherwise"—that will remedy the problem on a longer-term basis. The most comprehensive remedy to this problem is with a new cooler that has been developed. This new EGR cooler has had the old style radiator-like body removed from inside the cooler and had it replaced by a new, stainless steel inner body. While still maintaining the same look, fit and function of the old cooler, this allows for a more robust and capable EGR cooler, while still maintaining the cooling ability. As important, it allows the engine and the emissions systems to still function properly and keeps the truck operating according to most local and federal laws. Another remedy is to modify the exhaust system so that exhaust gas no longer passes through the EGR system at all. This modification can, in some years of the 6.0L, itself trigger a "Check Engine" light, which aftermarket engine programming might remedy. However, while very effective and safe from a technical standpoint when performed properly, this modification is most certainly in the "otherwise" category and can void the engine warranty, due chiefly to the fact that it is illegal in many jurisdictions to bypass the EGR or any other emissions-reduction system except for "off-road" use only.
The engine has an 3.74 bore and 4.13 stroke for a displacement of 365cu-in or 5954 cc. It utilizes a turbocharger and intercooler, producing 325hp and 570 ftlb of torque with an 18:1 compression ratio, with fuel cutoff at 3600 rpm, but having a redline of 4500 rpm only attainable with aftermarket performance programming.
This engine is still being utilized in the E-series until the end of the 2009 calendar year. The engine is the same configuration as the 2007 YM with a diesel particulate filter added to the exhaust system. This configuration would seem to demonstrate that the 6.0L could have been made to meet the newer stringent "2007" diesel emissions standards, if Ford had been given enough time to do so. - Wikipedia
Contents |
Key Specifications
- Fuel Injection System: Split Shot HEUI (Hydraulic Electronic Unit Injectors)
- Valve Train: OHV 4-V
- Turbo Configuration: Single Variable Vane Geometry (VGT)
Converting the 6.0
The conversion process from diesel to WVO is virtually identical to the 7.3 engine. Much of this process is redundant but I will attempt to make specific note of the unique changes for the 6.0 engine.
Key Functionality
This system includes an automatic fuel controller with the following functions:
- Key On - System Power Off - Purge Bypass Off
- OEM functionality
- Key On - System Power On - Purge Bypass Off
- Turn WVO pump on @ 160 degrees
- Close purge solenoid @ 55 psi
- Turn diesel pump off @ 55 psi
- Monitor pressure. Turn diesel pump on if pressure drops below 55 psi.
- Key Off - System Power On - Purge Bypass Off
- Open purge solenoid
- Turn diesel pump on
- Turn WVO pump off
- Kill engine @ 60 seconds
- Key Off - System Power On - Purge Bypass On
- OEM functionality (for short duration engine kills)
Conversion Overview
Schematic coming soon...
Parts List
Parts list coming soon...
