If you guys enjoyed the video, please SMASH THAT LIKE BUTTON. It helps the channel out a huge amount and helps KZfaq put the video in front of more people. Thanks for watching 😬 I'd like to note that Dodge DIDN'T have a diesel offering in 1982. They dropped Mitsubishi in 1979 and didn't reintroduce a diesel to their lineup until 1989.

Drove my dads old 6.9 farm truck in high school during the mid ‘90’s. Tough truck, but as he said, “It wouldn’t pull the hat off of the top of your head” back when he ran cattle in the 80’s. Mom and dad both bought new 7.3’s in ‘00 & ‘03. I unfortunately bought a new 6.0 in ‘06. Needless to say after two hydro locks, it turned out to be an awesome truck once “bullet proofed”. With a tuner, it would absolutely run circles around a tuned 7.3. So funny story, I asked dad if he was ready to buy a new one, and his response was, I’ve got the “last of the Mohicans” and when your’s is broke, I’m still running. He drove that truck to the day he passed away in 2018, and I agree it was probably the best power stroke ever made. I ended up buying a new Ford designed 6.7 in ‘16, and I’ll say it’s been a great engine despite the fact that you’ve got the egr, dpf and it’s constant regeneration, and selective catalyst reduction requiring def. Love ya dad; Ford Diesel man!

I work for a tree service. We have a few 7.3’s in our fleet and they get the absolute dog shit ran out of them. Usually sees limiter once or more a day in the winter when plowing/towing. Neither one skips a beat. Fantastic engine. We also have a 6.5 Detroit that just refuses to die as the rest of the truck around it falls apart.

My 2002 7.3 has 400K miles and still runs strong. When the injectors were replaced at 380K it still had great compression.

The 6.9 and 7.3 actually have the exact same stroke, it’s the bore they increased to get the extra 24 cubes out of the same block. This is why 7.3’s had cavitation issues, the cylinder walls were awfully thin.

I enjoyed this video very much. I'm 75 years old. In 1994 I bought a large 5th wheel and had the old 6.9 naturally asperated Ford F-150. The 6.9 could not pull a 10,000 lb trailer very well and smoked so badly you couldn't see traffic behind you. In early 1998 I bought a 1997 Ford F-250 Powerstroke as a camper special with CA emissions. Upon purchase I got 20 mpg pulling the 5th wheel. Ford recalled the truck and recalibrated the PCM and it dropped to 18 mpg. The Navistar 7.3 is absolutely the best engine Ford ever had. Now in 2021, I still have my F-250 Powerstroke. Since 1998 I have changed (1) glow plug. Unlike my 351 Windsors, It does not leak a drop of oil from rear seal or valve covers. Don't know where your coming from with the 7.3 oil leak issue. My PS has now 150 K miles, has been serviced yearly and is absolutely the best truck I have ever owned. I just do all the fluids yearly, flush cooling system, and no BS, it runs the same as 1998. Only bad thing is the flapper valve in the boost system. When it's 14 degrees, the beast can't move very well till it heats up. There's a mod to take that out, but i never did it. Anyway, I think it's the best motor I've ever had. My buddy bought a 6.0 and died all the way to the bank.

I worked for International dealers from 04-14 and worked on all of them from 6.9 to the 6.4. At the time of the 6.0 (VT365) I didn't think there could be a worse engine, we were constantly repairing these. Then the 6.4 (Maxxforce 7) came out, went from doing patch jobs on 6.0s to engine swings on the 6.4s. They liked to eat camshafts and the whole engine needed replacement

'04 F350, 6.0L owner here. My dream truck was a 94-97 7.3, 4door, longbed - too bad those have become insanely expensive in decent shape. Ended up with a 6.0L. The amount of terrible shit I've heard about that engine (and prepped myself for) was crazy.... That being said, rebuilt and bulletproofed the engine myself, headstuds, headgaskets, bigger injectors, tuned, aftermarket low-flow EGR (not deleted), and a bunch more.... BEST TRUCK I'VE EVER OWNED. 170k miles, probably won't last until 350k, but I would buy another one for $6k in a HEARTBEAT. Screams, whistles, roars, and blows the tires off everytime I punch it! Considering a used 6.7 Powerstroke with 250-300k miles can go for over $25grand in North Texas, I'd willingly buy 2-3 6.0s and fully bulletproof/build them for that price. (Just adding my two cents, be prepared to work on them - but I am 100% a 6.0L fan now. Can't push it past 750-800hp daily - unlike a 5.9/6.7 dodge - but I'll take it for being so cheap and fun. Currently running 575-650hp depending on tune, and it'll go sideways on a 2nd gear roll. )

We had a 6.0 with 450k miles that ran flawless. Absolutely love the simplicity of my 6.9idi. I went to a ford class and they asked what every owner should have in the glove box, 7.3 was cam sensor, 6.0 ficm/egr valve 6.4 new engine

I own a 2001 F250 with the 7.3L. It's been an amazing reliable motor. I have only had to replace the glow plugs about 5 or 6 years ago. And the original starter just last month! No other repairs other than replacing both batteries about every five years and regular maintenance. It tows my fifthwheel trailer great at high altitude in mountainous terrain (I live in Utah). I'm a big fan of the 7.3L! Yeah it's not as powerful as the newer diesels, but it's dang reliable.

07’ 6.0 with over 500,000 miles on it. They are great engines. Just remove the EGR cooler / valve, change coolant every 25,000 miles, use quality oil and make sure you have quality batteries to keep the FICM alive. More power than a 5.9 Cummins. Also, 21.5mpg is pretty damn good for a crew cab long box 4x4 F-350.

Personally, I loved the old 6.9 IDI, and 7.3 IDI engines, I’ve owned several of both that lasted 300k plus miles. The glow plugs and injector O-rings were terrible, but besides that they were great. I still own and drive the rarest, a 1987 with a 6.9, 4x4, 4 speed. I have also had good luck with 6.0’s. We run 3 2005’s, all 6 speed 4x4, all with 250k-300k miles. All of our trucks newer than ‘05 are Dodge, only because they were easier to find with a manual.

My brother bought a new Super Duty back in 2008 with the new 6.4L PS. It lived at the Ford dealership most of that time due to warranty repairs. Eventually it was "bought back" via the Lemon Law Buyback program. The 6.4L PS is why we both don't own diesel pickups today.

Picked up a 99 7.3 with 238k and only had to replace the power steering pump…getting 18 on the highway and she runs very nice. Not the fastest but will get you there! Oh and the best part bought it for 1500 dollars. The new tires almost cost as much as the truck…

I have a 92 with a Banks turbo, mechanic replaced the injection pump, and turned it up a bit. It runs great.

I've had my 1993 F350 CC Dually with 7.3L IDI Turbo (factory turbo replaced with Banks Sidewinder) for over 16 years now. No rust, awesome shape. At 230k miles the biggest engine repairs were a broken exhaust valve spring and re-sealing the oil cooler. Replaced the glow plugs about 60k miles ago (secret is to use Motorcraft GPs ONLY) and have put two fuel return line sets on it. All the other maintenance has been what one would expect for any gas or diesel powered pickup. Plan to drive it until I die.

I have a built 6.0, once you fix the short cummings of the coolant and emissions you have a great motor

In California, 1997 is the last year for smog exempt diesels. It is also the last year Ford had the 7.3 powerstoke without the intercoolers and electric fuel pumps.

Keep doing what you doing these, everything you need to know and engine versus videos are the most helpful thing to my Automotive knowledge

The 6.0 was victim of "beancounters" interfering with engineering. Going from 5 head bolts per cylinder to 4 SMALLER and WEAKER head bolts per cylinder was IDIOCY! Running engine coolant through the EGR cooler, and precipitating particulates, and then through the oil cooler with UNDERSIZED coolant passages, was ANOTHER decision reeking of STUPIDITY! Aftermarket "bulletproofing" of the 6.0 with larger diameter NONYIELDING STUDS, AIRCOOLED oil cooler and other improvements has shown that the 6.0 is a VERY good engine that was CASTRATED by poor design decisions and abysmal project management!

Super amazing vid,really enjoyed the old footage of the amazing trucks,your entertaining and can hold my attention, now I have go back and watch the rest of your vid but needed to tell you how much I appreciate the video

I have been driving an 08 6.4 on and off for about 5 years now 180k on it i believe. Its my uncles and he bought it new. From what I was told he put on a straight pipe exhaust and tuner right after he bought it and hasnt had any issues with it at all. Other than the oil pan rusting like crap because it doesnt leak oil and i live in Wisconsin. But that truck is sweet. I wouldnt have thought that people think they are terrible because we havent had any issues with it, and we tow bobcats, tractors, trucks (even a big 26ft box truck once or twice). And it survived my cousin and I beating on it and taking it with a smile. And It been used as a plow truck for at least 10 years.

I'd like to touch on a few points- The 6.0 was pretty decent, but a lot of it's issues are maintenance related. The biggest issue was people putting in green coolant. These used a non silicate coolant due to the oil and EGR coolers. The extreme temperatures of the EGR cooler would boil the coolant and cause the silicates to precipitate out. This would lead to essentially sand floating around the cooling system, and clogging the tiny passages of the oil cooler. Once that clogs, it starves the EGR cooler, which breaches and allows coolant into the intake. While the head bolt spec was deficient, most "blown head gaskets" were actually a blown EGR cooler. Most trucks since 2000 are far easier to work on with the cab off. If this costs you thousands extra, you are getting ripped off. It takes 1-1.5hrs to remove the cab on any diesel GM, Ford, or Dodge/Ram truck. Vans and Excursions can be tricky, but not terrible. Basically, you have one or two large electrical connectors, a couple brake lines (or leave the master cylinder on the frame), and some shift linkage. I've had all three off side by side at once. The 6.4, and any other Maxxforce series engine is hot garbage, although the first DPF engines were bad for everyone. A hurried deployment, lack of research with materials, and the attempt to use the engine's injectors for dosing were all really bad. Once things got figured out, and they went to downstream dosing injectors reliability for all makes went way up. The 6,7 has it's own issues, but seems decently reliable with the matured tech on it. The biggest issues I've seen are leaking turbo gaskets and upper oil pan.

I was just researching about this a few weeks ago, perfect timing and great video!

There was no question I needed to remove the DPF/EGR on my 6.4

Got a 2010 6.4L and love it. Got it low milage and deleted the EGR valve and EGR coolant. Then deleted the DPF filter and bought a tuner that deleted the re-gen. Cost about $700 and haven't had any issues.

The 6.0 had such great potential if it had been built right. With the right mods, and parts it is a great engine given its VG turbo and 4 valves per cylinder. Still love my 97 7.3 as it has never let me down.

A great video for someone considering buying a used diesel. Only experience I have is with the old 6,.9L with a 4 speed. Always got decent performance and reliability. It survived two round trips on the Alcan from Seattle to Anchorage without a hiccup, a trip where you can't afford to break down.

I was on a stock car team and one of our first tow pigs was a 89ish F350 crew cab with a 6.9 and 5 speed. Awesome truck, super comfortable to ride or drive, but she sure hated pulling a loaded race trailer up and down I-77 through WV.

Great informative video! I Own two 7.3PSDs..one in a 2000 F350 srw 4x4 and one in a 2001 2wd F250. Both over 200K miles with minimal repairs done. My 2006 Dodge 5.9 Cummins stick is also a keeper. Not sure if I'll ever buy a newer light truck diesel as all that added "stuff" scares the crap out of me. My favorite diesel is in my old backhoe, a 1988 Ford 555B. Talk about simplicity and dependability. My old '92 Kubota L4200 tractor is in the same league.

Honestly, the problems the 6.4s can be saved by 1. adding an extra lift pump I.,e an airdog, which also has the added filtration bump to prevent water contamination 2. lubricating fuel often 3. lose the dpf and dual egrs, the dpf and its regen can be pointed to being the reason why the pistons crack 4. coolant flush/ replace the coolant with elc, and if too far gone, a new oil cooler, and a coolant filter 5. make sure that the dpf regen hasn't washed out pistons and caused oil dilution The other parts that fail, i.e sensors etc. fail in all other engines, and arent catastrophic failures Fact is, the 6.4s rotating assembly, and literally everything except the pistons cracking, (due to dpf and excessive timing) is very stout The 6.4 is a great powerplant, the Siemens K16 HPFP is a strong pump, but it has issues due to the shitty filters allowing water in. If the team that developed the 6.4 would of had at least another year or so to polish it, I have no doubt that it would be a great powerplant, except for the fact that unlike other engines that where designed with a DPF in mind, the 6.4s DPF was hacked on last minute. If I had the finances available, and I was able to build a 6.4 with the parts I wanted, I would 100% trust it to put in hundreds of thousands of miles hauling. (a lot of money, probably 20k+, which defeats the purpose of buying an older truck)

Excellent presentation, down to earth simple fun with enough mechanical engineering to make sense. New subscriber.

what happened to International Harvester in 1986 was the tractor division and truck division split due to a deal finalized two years prior. The truck division became Navistar International, while the farm equipment division went to Tenneco, who owned case, and proceeded to merge the two, creating Case IH.

Great info! Thank you Sir, from the owner (original) of a 2001 7.3L with >300k miles; other than the first 3 cam position sensor failures. I have no complaints. Thank you again.

My 6.4 deleted PSD has been amazing. With a tuner, it is incredibly powerful and the dual turbo setup will just smoke the dual rear wheels with ease. Just returned from 3600 mi. trip from Oregon and completely around Arizona with a 5K camper, trailer CJ7 Jeep towing on these wide open roads at 75-80 mph. 311,000 miles on truck with a trans change at 270K. 13 mpg., trip easy 19 running empty. I've had a 24V Cummins swap sitting/waiting but I am so amazed at this truck I will probably rebuild.

After setting for 12yrs I am finally getting my '94 1/4 DI rebuilt with alittle over 240k miles on it. It will be bored@balanced along with '99 intercooler and 3" intake plates @ more. Should have over 400hp. Can't wait - it was rated at 215hp@425ft lbs of torque. 5spd and updated 4407 transfer case. It is a regular cab w/4.10 years 315/75/16 tko tires. Thanks for the video you did an exceptional job-you are a very good speaker and made it interesting and informative.

Just bought a '97 7.3L. I wanted a 1mil+ truck. I like the OBS and still think diesel noise is therapeutic.

I had a 6.0 and now a 7.3. A picture of the 6.0 is engrained in my head. The 7.3 could look like a watermelon but how would I know the hood never has to come up.

I have a 04 6.0 f250 that I purchased new. The key is keeping up with the maintenance. Using synthetic oil and motorcraft oil and fuel filters. Motor oil has never been abused like that in the past. Also key is flushing the coolant system and using the correct one. I now have 250k only thing I replaced was alternator and plastic radiator. I replaced radiator with 4 core all aluminum.

Excellent video guy. Former Ford mechanic here. They have had a few disaster engines along the way to be sure. 7.3 excellent. Cheers

I’ve had my 09 f350 srw fx4 for years now and honestly been a great truck. Great video and information.

I live in the interior of BC Canada, and there are TONS of the old 6.9/7.3 IDIs in use. One of my personal vehicles is a 1991 F250 7.3 IDI with 1.34 MILLION kms on the clock. Engines never been apart. With only a 5hp bump in power with a turbo, it's barely worth the effort and extra cost and the extra work to maintain. I know several guys who have the '94 7.3 IDI turbos that have simply removed the turbo units from them and run them as the older 7.3s but with of course the slightly beefier internals. Unfortunately the 7.3 Powerstroke is a GREAT deal more expensive to maintain than the old 7.3 IDIs. For example, a set of injectors is about 10 times the price. One thing with the mechanical injection is that any kind of EM pulse will never affect it. So while every other diesel and newer gas engines would be dead, the IDIs will continue on. It may be underpowered but I love my old 7.3 and I know a lot of other guys do too. Relatively simple and easy to work on and the same goes for cost of parts. A most informative video. Thank you!

With the aisin and Cummins combination you don't even need to go duramax to get a very good heavy duty auto.

The 250 hp 5.9 Cummings TD in my tuna boat ran 6000h without a hitch. Its still going strong. All other US light truck diesels are underbuilt. Owned Citroen and Iveco diesel. The Citroen ran away twice. The first car was a total loss. The replacement..sold it quickly. The Iveco 2.8 in my Santana Land Rover on hard European emission standards..was perfect. The 1500 class of US trucks is light duty and they have been cheapened down. The 2500 class is a hotchpotch of 1500 parts and added complexities.

I knew that there would be major problems when Ford went from the largest Diesel engine to the smallest of the big three.

Very good video! Amazing how much I didn't know or research when I bought my used 2003 6.0 a few years ago at 195,000 miles. I experienced every nightmare problem a 6.0 could throw at me. $12k worth of bullet-proofing repairs has made it run nicely up to 270,000 miles now, but I'm still jaded and waiting for the next big unwanted event.

Excellent information . Thanks!

Thanks for the info and your time

The TIDI in 1993-1994 is very similar to the NA version, except for the fact that they beefed up the block a tad, better rods & wrist pins, & the TIDI block in 1993-1994 has a different block number. While that block can hold more power it’s rly hard to get parts for a TIDI cuz they only made the block from 1993-1994. 1994 was the one year where you could have a NA idi, TIDI, or a DI 1st gen 7.3 Powerstroke w the new HEUI electronic injection.

So, our farm has a 6.4 powerstroke, with 247k miles on it. I've done quite a bit of work on it, and when we first got it a few years ago (from an oilfield outfit, so yeah, it was a fleet truck) the DPF ended up destroying both turbos. We were told to have the DPF and EGR deleted, but we screwed around to long. Now after that whole debacle, the only major issue we've had with it is the stupid back pressure sensor. Finally got that fixed recently. Runs like a top, no joke. I'm not gonna say the 6.4 is good, because I think we got lucky compared to other 6.4 owners. Our case is definitely the exception and not the rule. But you know what? When it runs right, it pulls like a champ. Just thought I'd share my experience, do with that information what you wish. EDIT: Knock on wood

My first diesel pickup was a 1994 Ford F350 with a Power Stroke 7.3. It ran good, 4.10 gears and 5 speed trans. At the time I lived near Edwards AFB in the town of Rosamond. I drove over to Las Vegas to pick up a car I'd bought, a Ford Mustang and towing it home into California there are 2 big grades to pull up over before you get to Baker. I was down to 3rd gear doing about 35 mph over in the slow lane and was being passed by semis going up the grade. My wife and I had also gone on a 4900 mile trip to visit relatives in Illinois and Wisconsin then back across the states to Yellowstone and down the 15 from Utah, towing a 30'toyhauler, our apartment on wheels. I was pretty amazed other than the lack of power because it got 12.7 mpg average for the trip. I started looking around and found a 2001 dodge with the 5.9 Cummins, with a manual transmission and a couple of years later we did almost exactly the same trip but I was able to maintain the speed limits on grades and got exactly the same 12.7 mpg. My dodge is not fast compared to newer trucks and maybe not compared to the same year Ford trucks but I would never go back. I still drive the Dodge and enjoy it to this day 20 years later. I'm going to drive it till I can't get my foot up to the clutch pedal... LOL

As a less than proud former owner of a 2003 Ford Excursion diesel with a 6.0 this explains a lot. Now I pull with a RAM 2500 Cummins. Great video.

Love my 6.4. Daily driver, deleted bought with 161, just rolled over 300k. Good many of them on the road locally also.

Love listening to the story!! I love diesel engines and their history. Great content man!!!

Great video! I have a 86 6.9 a 90 7.3 idi and a 02 7.3 power stroke have had very little trouble with any of them! Looking at a new 7.3 gas don't think I want that headaches with these new over priced diesels.

Our 6.0 service trucks had cooling system cavitation that made holes in the front cover and put coolant into the oil. Multiple front housings replaced until the trucks were replaced.

I actually just recently traded my 6.4 in at 280k. Purchased at 34k. As far as engine work goes, I did regular maintenance, had to replace an exhaust gas temp sensor at 190k or so. Other problems were all chassis wearable components.

I had an '08 F-250 w/ 6.4L PS that I put 130K miles on. Knowing the weaknesses of the 6.4L, I religiously changed oil every 5k (15W-40 full synth), used a fuel lube (Diesel Kleen), and kept track of the coolant chemistry. Not a single thing went wrong with the engine in the 13 years I owned it.

I remember riding in a 7.3-powered E-350 van for my dad’s cleaning business. We towed a 12,000 lb trailer behind it. The sound of the Powerstroke under load was something beautiful.

Awesome review of my pain! I for one don't think FORD suffered enough as I have every problem with the 6.0 Liter and had to fix under my dime. Way to support you customer Ford

I had a 86 f350 with the 6.9. To increase power I added a Banks turbo. It did increase the power, but it also blew head gaskets, which was a 11 hour job to replace because the turbo was wedged up against the firewall. In 92 I gave up and bought a Dodge with the 12 valve Cummins. Not much more power, but I drove it half a million miles without any major problem.

what kills me is the 6.4 portion... says “costs thousands extra to remove the cab” which is insane but true. dealership rapes people to pull the cab and pays the tech i believe 6 hours give or take(been a minute since i’ve done one on flat rate on a 6.4) but regardless i can have the truck pulled in my bay everything disconnected and the cab in the air in 45mins give or take 10-15 minutes depending on how the truck is optioned. fewer bells and whistles can be removed a few minutes faster. 6.0’s are still pretty quick to pull the cab on, only flaw is the cab bolts going down through the cab where the 6.4 cab bolts come from below and are easier to get off until you spin one!

Extremely well done. 👌

Keep it coming!

I bought a Ford Excursion new with the 6 liter. Major headache but the worst part was how Ford treated me. Last Ford anyone in my family had owned. Even though the vehicle left me on the side of the road six (6) time in the first year the Ford factory representative told me there was nothing was wrong with that car. I now drives Cummins.

Ive had two 7.3 PSD and the common ish had always been the cam position sensors. What people don't understand about the 6.0 PSD is that the reason it had so many issues was because of how Ford tuned the engine. In medium duty trucks the VT365 was max tuned to only 275 hp and had plenty of air to keep it cool. In the Ford pickup, the engine compartment is cramped with bad airflow. Combine that with the reduction in head bolt count ( 4 instead of 6 like the 7.3 ), then the hot factory tune equals bang. Ford knew that they were pushing the 6.0s and 6.4s too hard and part of the agreement with Navistar was that they would purchase these engines with no warranty. To think a whole cottage industry had been developed to fix the problems says a lot.

Great information . Thank you

I had the 6.9 in a Ford Cutaway van. Great motor for what it was needed for. The biggest issue was cold starts in the winter.

Good video... covers a lot of major stuff over decades. Three points I would make: 1. Navistar not only torpedoed Ford's Powerstroke program with the 6.0 and 6.4 liter engines... They also destroyed much of their own reputation in the lower end of medium duty trucks and school bus chassis. 2. Ford decided to bail on the Navistar relationship when the next round of EPA emission standards emerged (2007 ish?) effective 2011. 3. Ford did NOT have the talent inhouse to do a new design for the 6.7 liter engine... The heavy lifting was done by AVL, a well-respected Austrian diesel engine design consultancy that was well paid and expected to remain anonymously in the shadows as their customer, ran victory laps trade show after trade show. Post 2011, it became clear that Navistar's top engineers and the corporate leadership who believed them, TOTALLY blew the adoption of SCR as the solution to diesel Nox emissions. Sad.

I owned 2 different 6.0 vehicles and one was an okay vehicle was an 06 engine build the 2003.5 year engine was complete junk! I had a 7.3 and selling it was the worst mistake I ever made

Pretty good i liked the information. I had a 6.9 and 7.3 now a 6.7

Thanks for all of your knowledge!

These engines worked very well with minor problems in non-emissions compliant engines. Ford adding all the emmisions restrictions is what killed those later motors.

I may be mistaken but I remember seeing an article back in 2010-2011 saying Ford had acquired most of the Light duty (powerstroke) R&D Staff from Navistar to develop the 6.7L.

Exactly why I never want a diesel engine in any pickup. It's hit and miss at best. And you never recoup the extra cost of getting the diesel. Never.

The first Ford pickup diesel was for the 1983 model year, available in late 1982. It was a 6.9 liter engine.

I love my 7.3 IDI. yes it falls on its face when going up hill, but it will last forever and there is a value in that. although at some point I will probably increase the boost on the turbo to give it a little more power. but the IDI is a great motor in my opinion.

The EGR valve on my 6.0 had three suits in it!! 😂 Dude this information is great

I own a 2006 f250 with the 6.0, 240,000 miles. First thing to go out. The Ficm. They super glued two 1/4"x1/4" micro chips to the board. Cleaned the board and soldered them in. Fuel injectors went next. Poured in some archoil. Worked for a little while. Replaced all the injectors finally. Then the heating up off the oil and water started. Had the bullet proofing done including radiator and was still heating up going up steep hills. Got rid of the factory electric fan clutch and installed a 7.3 Manuel fan clutch with adapter. Now it seems ok. Runs like a champ.

Agree, the 7.3 is the best with the 6.7 coming in a very close 2nd.

Class is back in session😁

Only thing I disliked on my 2002 7.3 psd is the front leaf spring suspension, replaced them with Icon full progressive leaf springs along with bilstein reservoir shocks and am much happier with the ride quality, although I’d still like to someday do a coil over conversion as the turn radius is still less than ideal.

Also the worst head made by Navistar is the 13L with aluminum cam caps with a cast iron head. Can't be milled when rebuilding can only be rotosanded after being welded on

My 6.0 was built day 4 of production on that engine (November 2002). In 2016 my wife and I spent $3000 in parts and spent 4 days turning wrenches to fix the design flaws and do some needed maintenance. The main thing was resolving the coolant flow issue to the EGR cooler. The problem is caused by the factory oil cooler clogging with casting sand and coolant sludge (we didn't have much of a sludge issue because we flushed and replaced the coolant as we were supposed to, unlike most other owners). We now have an external oil cooler mounted between the air conditioning condenser and the radiator. We also installed a better EGR cooler at the same time and we no longer have issues with the EGR valve clogging up. While we had the turbo off, we did something Ford says you can't do. We took it apart, cleaned it to remove any corrosion, and lubricated it with nickel antiseze. This has eliminated issues with the unison ring sticking. We are on our original head gaskets. The issue there is people having them retuned to increase the turbo boost for no other reason than to stroke their male ego. We used to tow a 32 ft fifth wheel camping trailer in the mountains and it never lacked for horsepower. That said, we do have injector issues, which I mostly lay at the EPAs feet. The injectors were designed when we were using low sulfur diesel fuel and that is what was available for about a year after we bought the truck. Then the EPA forced ultra low diesel fuel on us. The sulfur was required for lubrication of the fuel system, especially the injectors. After some of our injectors being replaced 3 times (twice under warranty), we use a fuel additive with every fill up to provide the necessary lubrication. I have a big issue with Ford. When their products have design flaws, they institute band aid solutions to get them through their warranty period, and then leave their customers holding the bag. I have driven Ford products exclusively for over 40 years, having purchased 6 of them brand new. I am done with Ford. I will never buy another Ford product again (not that anyone at Ford really cares).

Great breakdown, learned a lot about the history of these engines. Just a quick FYI: "soot" like "foot" Not "soot" like "suit"

I work as a fleet mechanic for a public utility. The majority of our fleet is F550 diesels while our larger trucks are Internationals. I can testify to all of what you said about the Powerstroke evolution from the 7.3 to the current 6.7. Of all, I would probably say the 6.0 was my biggest nightmare. I can’t begin to count the number of 6.0 engines I had to replace because of EGR cooler failure. Ford refused to offer any kind of warranty assistance to us by arguing our trucks were too heavy for the 6.0 liter’s design intention. In your video you pointed out that cab removal made many repairs on the 6.4 easier. That is true when you can remove the cab. But many of our trucks either have a boom hanging over the cab or a rack. When the engine is dead, repairs have to be made with the cab on. Again, I have lost count of the number of turbos and high pressure pumps I have done with the cab on. My back can attest to that. But let me add that Navistar’s MaxxForce series used in their medium and large trucks hasn’t been any more dependable. While the base engine is fairly reliable, the EGR cooling and the high pressure oil driven fuel injection systems are a nightmare. All I can say is I am thankful that beginning in 2020 our International fleet is powered by Cummins. But we still have a lot of MaxxForce powered trucks in use. By the time I retire in 6 years most of those will be phased out. Thank you for your video. People get a good look of what I deal with every day at work.

Bought mine used in 2017, agreed the trouble w egr cooler and regen that embarrassed w the blue smoke. Latest wrench and finally the CEL code p0088 has been for about a year. Somehow after I fixed the 4wd malfunction, a blown fuse, the light hasn’t come back. That’s about 500 miles now. Still love the truck, my first and probably last diesel truck I ever own.

For everyone saying that the EPA killed these engines, you are partially correct, but there are a ton of high mile 07 and up Cummins and Duramax trucks on the road that were never deleted. I'm driving one.

Navistar engine / 6.4L 2008 thru 2010 was their "Max Force 7" used (without issues) in commercial vehicles. The Ford engineers had designed a means of meeting EPA regulations and was what killed the 6.4's. Fords "regeneration design" introduced raw diesel in #7 & #8 cylinders on the exhaust stroke caused residual raw diesel to get past the rings gravitating down into the crankcase thus diluting the oil burning up the main bearings! Ford claimed long oil change intervals (5 to 7k miles instead of 3k). Main bearing failure usually was around 85k +. Once Navistar investigated and identified many of these failures were due to lack of lubrication causing main bearing failures from diesel in the crankcase (Ford engineering fault!) Navistar did not accept responsibility/fault. Another cause of issues with 6.0 and 6.4's is the fact that majority of owners did not do the required maintenance (coolant flush every 2-3 years just to name a huge one!). Once I learned the causes of the 6.4L problems (information from a certified Ford mechanic/ in 2009-2010, my 2008 only had 32k miles on it and I personally removed the problem areas and perform the routine maintenance. I now have 180k miles and absolutely love my 2008 Ford 6.4L Powerstroke. Manufacturers engineering design for meeting EPA regulations is killing diesel engines since the 7.3L! And is no doubt the reason Ford stopped using the "regeneration DPF design" and started copying Chevrolet/GMC which used Urea system (Once Navistar educated Fords design engineers as to the cause of the failures). International Harvester has been building engines since the 1920's I think!

Thank you, I know what to buy and walk away from. I owned a 2001 7.3 and lived that truck, my only compliant was fuel economy. But that engine never let me down.

9:51 "suit" tell me you're not a diesel guy without telling me you're not a diesel guy.

The 6.0l in the international trucks didn't have the problems Ford had. The problems came from the emissions components that had to be used to meet EPA standards.

I've often wondered why ford never offered Cat and Cummins engine options in the f250-350 like they did in the f450 and larger trucks, those would have been a better choice than the 6.0/6.4. The 6.9/7.3 idi were great engines reliable and strong especially with an aftermarket turbo setup, between the two I've personally owned 156 idi diesel pickups and never had a super big issue with either. 7.3 power stroke was also great and the biggest issue I've had is the wiring that goes through the valve cover gaskets shorting out or leaking oil. Now granted I've only owned like 5 I've not had a lot of trouble with one. The 6.0 I've only ever owned one and it was never any problem either other than the unison ring on the turbo sooting up and sticking leaving it with no boost and barely enough power to get out of its own way. I have also worked on a lot of them for other people and I can tell you the main issue had to be either severe lack of training for the mechanics trying to repair them or they just were not that smart. I'm old skool and have mainly worked with gas engines from the 70's but working on a 6.0 is not all that difficult or expensive if you apply just a little common sense.

My dad got the 6.9idi in his 84 and since he was an IH mechanic for 21 years he had first hand knowledge of it and the old rosamaster pump and from day 2 it made way more power than the factory intension and had to hang extra weight under the rear not only to keep the tires from spinning but also to stop the rear tires from sliding due to a poor front to rear braking due to the piss poor vacuum pump setup and the break equalizer valve.

I had an F250 Harley Edition truck with a 6.0. Claiming the 6.0 had EGR problems is very understated. I had 2 EGR valves replaced under warranty, replaced one myself with an aftermarket one, then finally I completely surrendered and deleted the EGR entirely. I did get 175K miles out of the truck but the problems were frustrating. A lot of the issues had to do with the wiring. The wiring harnesses were cramped so tightly between things and on hot things that there were always problems. Half the fuses in the fuse boxes were improperly inserted from new. The high pressure oil sensor on the valve cover had a bad connection from being put aside of the bayonet rather than on it. It took 5 trips to the dealer, getting stuck on the side of the road a lot during the 1st two years before I accidently discovered the problem as I sat on the side of the road with a feeble running engine that was unable to drive the truck. I picked up a stick on the side of the road and started poking stuff. I found the high pressure oil switch issue, fixed it, and solved that problem. When diesel fuel was reformulated in 2007 my fuel mileage dropped from 24 mpg on the highway to 19 mpg. The new diesel might be putting out less pollution per gallon but does it still surpass the pollution per tank of gas where it cut MPG by 5 miles? I doubt it. It also made the fuel much more expensive. Another odd issue I had with that truck was the air filter, which is about the size of a duffle bag, was position where rain would soak the filter as I drove it. One of the times I changed it half the filter was frozen solid with ice. Dang thing weighed 45 lbs.

6.0 was modified from international for the ford superduty line-up. It's not really a international. The HP is way higher and the emissions are way different on the DT 365.

It's amazing to me how many good to Ok designs have been utterly sabotaged by bean-counters. Take the Olds V8 diesel. That can be a quite good diesel engine. I know the 6.0 PS was an existing industrial engine that was never designed for a consumer level application. It was modified from an industrial engine already in use and was stressed beyond it's original design envelope by forcing it to meet a 300hp output and cleaner emission standards. One way to meet those emission standards was to raise the thermostat opening temp to get the engine to run hotter. The hotter engine fatigued the head bolts, etc.

Thurley enjoyed this content. Thank you.

It's strange to me when companies do this. Every company has too. I recall when the LA series 318 and 3.9 were replaced with the 4.7 and 3.7. Warranty claims were through the roof so much so Dodge was offering free Hemi upgrades on the Ram. They were no more efficient and made the same power.

The only super duty engine you have to watch out for is 6.0 litre version which hasn't been in production since 2006 the 7.3 was far superior to anything made even today that's why they stopped making it I think you can get the 7.3 litre in busses under T444 as the 7.3 litre is 444 cubic inches