2004 60l V8 32v Ddi Ohv Turbo Diesel Reviews
7.3L vs. six.0L: Which Power Stroke Is Actually Better?
Statements like "The seven.3L was the best Power Stroke engine" and questions like "Why don't they bring back the 7.3L?" are common among many Blue Oval loyalists who've been around the diesel game the last 15 to xx years. They witnessed the phasing out of Ford's outset Power Stroke in favor of what proved to be a very infamous replacement: the 6.0L Power Stroke.
The 7.3L Power Stroke was the kickoff Navistar-built turbo-diesel fuel engine for Ford. The electronically controlled, straight injection engine came from the manufacturing plant with 210hp and 425 lb-ft of torque, along with a bore of 4.eleven in and stroke of 4.18 in, creating a displacement of 444 ci. The 6.0L Power Stroke began rolling out in the 2003.five model year and was the second Navistar-built turbo-diesel engine for Ford. It came with 325hp and 560 lb-ft of torque, forth with a bore of 3.74 in and stroke of 4.13 in, creating a deportation of 365 ci.
After relentless recalls, dozens of technical service bulletins and the almighty power of discussion of mouth, yet, information technology didn't take long for the public to learn about all of the 6.0L engine'southward bug: diddled caput gaskets, cracked EGR coolers, failed EGR valves, sticking turbos and bad injectors, just to name a few.
We're going to give you the facts along with some history on both engines. Which 1 will come out on pinnacle? Read on to detect out.
WHY DID THEY End BUILDING THE 7.3L?
Emissions. In order to see lower NOx emissions standards that were gear up to become into consequence in 2004, Ford decided the vi.0L engine would be the best way to come across the new rules. The 365-cubic-inch V8 would feature EGR, a more than efficient fuel injection system, and a variable geometry turbocharger.
While the bones architecture and design of the 7.3L probably could've been reused, there was no guarantee information technology would've lived with frazzle gas recirculation in the mix, or been made to make much more than 300 hp. Remember, the 7.3L started out life in mid-1994 with a 210 hp rating.
WHY FORD CHOSE THE vi.0L
By 2003, Ford was in need of a newer, more powerful engine. The 7.3L had already been uprated five different times simply to get to the 275 hp, 525 lb-ft mark — and information technology was even so falling short of the 300 hp 6.6L Duramax released by GM in 2001. The 6.0L offered 4-valves per cylinder and a higher pressure, hydraulically activated injection system — not to mention it packed 325 hp and 560 lb-ft correct out of the box (and was upped to 570 lb-ft starting in 2005).
LET'S COMPARE THE HARD FACTS
| 7.3L SPECS | 6.0L SPECS | |
|---|---|---|
| Deportation | 444 ci | 365 ci |
| Diameter | 4.11 inches | 3.74 inches |
| STROKE | 4.18 inches | 4.13 inches |
| VALVETRAIN | Overhead valve, 2 valves per cylinder | Overhead valve, 4 valves per cylinder |
| Pinch RATIO | 17.5:1 | 18.0:i |
| Mill HORSEPOWER | 210 hp (1994.v) to 275 hp (2003) | 325 hp |
| FACTORY TORQUE | 425 lb-ft (1994.5) to 525 lb-ft (2003) | 560 lb-ft (2003-2004) to 570 lb-ft (2005-2007) |
Stock-still TURBO
While the 7.3L Ability Stroke was always fed by a fixed geometry Garrett turbocharger with a sixty mm compressor bike (inducer), information technology was bachelor in iii different forms in the pickup truck segment (from '94.5 to '03). The turbo shown here is what you would observe on a belatedly '99 to '03 model year engine.
The turbo's fixed geometry nature contributes to its lack of responsiveness at very low rpm in comparison to the snappy spool upwards you'll observe on the half dozen.0L. However, while it was a hair on the laggy side, this turbocharger was extremely reliable at stock and slightly over stock power levels.
VARIABLE TURBO
The Garrett turbo found on the 6.0L Ability Stroke is of a variable geometry design (VGT). This means its turbine (exhaust) housing'southward size can change depending on throttle position. The 6.0L turbo employs a vane-style turbine house in which steel vanes, commanded electronically, can instantly alter the velocity at which exhaust gasses hit the turbine wheel.
Since the turbine side is what drives the compressor (intake side) on a turbocharger, the varying of the turbine housing allows the all-time of both worlds in terms of performance. At lower rpms, the housing is more than restrictive (i.e., responsive), and at high rpm the housing is less restrictive (assuasive full exhaust menses).
7.3L INJECTION
Because both the 7.3L and vi.0L Power Stroke engines utilize a hydraulically activated, electronically controlled, unit injector organisation (referred to as HEUI in the 7.3L's case) in which engine oil essentially fires the fuel injectors, a loftier-pressure level oil pump is employed. The 7.3L engine uses a gear-driven, fixed displacement pump located at the front of the lifter valley. Called the Adrenaline, the vii.3L high-pressure oil pump shown above is an aftermarket version congenital by DieselSite to support stock or larger injectors.
6.0L INJECTION
The high-pressure level oil pump is also gear driven on the 6.0L, but the pump is positioned at the rear of the engine. Unfortunately, this pump is nowhere near as reliable as the units used on the 7.3L. When they fail, it's a huge job to address it (equally the pump really resides beneath a comprehend under the turbocharger).
POPPET VALVE
Existence that oil is used to actuate the fuel injection event on a HEUI injector, the vii.3L injector torso features an internal component called a poppet valve. This valve is what allows loftier-pressure oil to enter the injector (as high as three,000 psi in manufactory form) and kickstart the chain of events that culminates in 21,000 psi worth of injection force per unit area leaving the injector nozzle. The electronic solenoid up top is what gets energized (via the Injector Commuter Module) when it's time to fire. The poppet valve is one of the biggest article of clothing items on 7.3L injectors, but they are known to concluding at to the lowest degree 200,000 miles.
SPOOL VALVE
The half dozen.0L fuel injector operates similarly to the seven.3L unit, simply the valve that allows loftier pressure oil to enter the injector body is referred to equally a spool valve. Tighter tolerances, and a more technologically advanced injection organisation, permit the 6.0L Power Stroke to produce higher injection pressures (3,600 psi vs. 3,000 psi) and horsepower. Contaminants and dirty oil can wreak havoc on the spool valve, and it often doesn't offer the same service life the poppet valve in the 7.3L injector does.
CONNECTING RODS
In terms of all-out horsepower, the 7.3L has a few pitfalls that continue it from beingness able to cope with big horsepower and torque. Engines produced between 2001 and 2003 are commonly equipped with powdered metal connecting rods, which are known to bend, scissure or suspension (shown to a higher place) due to increased cylinder pressure or fatigue at the 450 to 500-rwhp level. The forged steel rods found in '94.v through most '00 model year engines are good for 600 to 650-rwhp earlier they're on the ragged edge.
BED PLATE
Thanks to the six.0L being equipped with a bed plate — and by design existence a higher rpm engine — it's capable of withstanding quite a fleck more than horsepower than the 7.3L. The stock connecting rods are proficient for equally much as 750 to 800-rwhp, and the valve train doesn't accept to be upgraded until y'all're making serious horsepower and boost (vs. the 7.3L where stiffer valve springs and stronger pushrods are essential when you start calculation horsepower).
EGR
Of all the well-documented half dozen.0L Ability Stroke problems, we will say that EGR-related issues are the worst of them. Even earlier you look into replacing the torque-to-yield head bolts with caput studs, we'd address the manufacturing plant EGR organization'south shortcomings and/or notice regular cleaning intervals.
Having said that, we besides believe that nigh of the half dozen.0L's problems tin can be avoided if proper maintenance intervals are observed and the possessor knows the ins and outs of his or her engine. For case, running the truck hard on occasion actually helps keep the turbo freed upwardly and the EGR system from plugging. A gummed up EGR valve is pictured to a higher place, which tin can occur in as little as 20,000 miles if a 6.0L is allowed to idle extensively or is rarely driven aggressively.
PROS AND CONS
| 7.3L TRAITS | 6.0L TRAITS | |
|---|---|---|
| PROS | 6 head bolts per cylinder (w/ sharing) | 325 hp stock |
| 290 to 325-rwhp w/ a chip | 400 to 430-rwhp w/ a programmer | |
| No emissions organisation | Revvy, iv-valves per cylinder | |
| More reliable, stock-still geometry turbo | VGT turbo makes the engine responsive | |
| Good low-end torque thanks to 444 ci of displacement | 5R110W TorqShift automatic transmission (very tough) | |
| Higher resale value | Connecting rods can handle 800-rwhp | |
| More reliable injection system | Bed plate (crankshaft doesn't budge) | |
| CONS | 210 to 275 hp stock | 4 torque to yield caput bolts per cylinder (west/ sharing) leads to blown head gaskets |
| 4R100 automatic transmission (much weaker than the 5R110W behind the 6.0L) | Failure proneexhaust gas recirculation (EGR) emissions system | |
| Weaker rods than a half dozen.0L (powdered metal units expert to 450-rwhp, forged units goo to 600-rwhp) | Cylinder heads are known to crack | |
| Laggy, fixed geometry turbocharger | VGT turbo that is prone to sticking open up or closed | |
| No bed plate (main caps walk at college power levels | Not as luggable nether 2,000 rpm (not ideal for towing) | |
| I Achilles Heel: camshaft position sensor failure | Lower resale value | |
| Multiple injection system problems (STC plumbing equipment, injectors, air leaks, O-rings on stand pipes, HPOP's) | ||
CONCLUSION
Was the 7.3L truly a better engine? Sure. Only that statement largely depends on what yous're basing that conclusion on. From a reliability, immovability or simplicity standpoint, the vii.3L is easily downward the winner. When it comes to horsepower, drivability and meeting modern day emissions standards, the 6.0L has it beat out.
Ultimately, both engines have their pros and cons. Information technology'south up to you to determine which ane checks more than boxes in the categories that are important to y'all.
Looking for a Ford Power Stroke diesel? Read our heir-apparent'southward guide earlier yous brand your purchase.
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Source: https://www.drivingline.com/articles/73l-vs-60l-which-power-stroke-is-really-better/
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