I just bought my 05 F250 with a 6.0. I trust it in its stock state more than I ever trusted my Discovery. This truck isn't perfect but there was no amount of money that could be thrown at a Land Rover to make it dependable. I expect to have $2 - $3 grand in this truck tops on preventive upgrades. I had at least twice that amount in the LR and still lived in fear of it, and of course it cracked the block at 165K and was a total loss. Reliability is a matter of dedication, but you have to at least start with a foundation and I think the 6.0 is a solid foundation.
"Saving the world was merely a hobby. My vocation has been that of
inspector of desert water holes." --Edward Abbey
2005 F250 Super Duty
2007 Rescue Green Wrangler Unlimited
Outfitted for urban survival
I bought my '06 after doing research and am very happy with it. The '03-'05 were more problematic than the '06 and '07's in the F series and later 6.0 engines in the E series. The engine needs help to correct the common issues, but once taken care of they are good engines.
Either delete the EGR or make sure the EGR isn't leaking and replace the EGR cooler with a Bulletproof diesel unit, replace the oil cooler while you are doing the EGR cooler because you're right there anyhow, flush out the Ford gold coolant and replaee with ELC coolant, and get a set of gauges to watch your essential data. Also, the 6.0 likes clean filters so routine maintenance and replacing oil filter, fuel filters, and air filter are important, but should be with any vehicle.
Watch your ECT and EOT to make sure they are within 15 degrees of each other cruising at 65 mph. If they're not the EGR cooler / Oil cooler are probably plugged up. That's when you replace them with the above products. Other things to monitor are FICM, EGT, and Boost. It sounds like a lot, but I glance every now and then at a scanguage; not a big deal.
Unless you're over boosting or running aggressive tunes your headgaskets will be fine. If you want to run a ton of power then swap out the torque to yield head bolts with ARP studs. A shop will have to lift the cab to do this, so it's pricey. If you're comfortable doing it yourself then a little firewall reshaping can get around the cab lift.
Go to any make specific forum and you'll see all the horror stories and then do research and be proactive in maintenance of common problems .
1989 4runner - 22RE 5spd adventure toy
2006 F250 4x4 CC - Family hauler
2000 XR650R - Go anywhere adventure bike
I call poop on the last statement, people on a forum complaining about a $26 CPS on the 7.3 have too much time on their hands and can't figure out a 10mm wrench but have no problem with a computer. That's a lot different than the bucket of grief that is the 6.0 and its laundry list of expensive issues that need constant monitoring and repair. You also forgot to address the famous turbo issues the 6 litre is plauged with. Any vehicle that requires thousands of dollars yearly in mechanical maintenance is not a well designed initial platform, whig is why the ford 7.3 and cummins 5.9 have the reliable reputations they do, and the 6.0 does not.
That same post in a 7.3 thread would say to keep a spare crank position sensor in the glove box and change your oil regularly.
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1997 BMW R1100GS
2000 EXCURSION 6.8 V10
1994 F150 4.9 L6
Age doesnít always bring wisdom. Sometimes age comes alone.
The 7.3 has 18 bolts holding the head on while the 6.0 only has 10. No amount of money in the world can fix that design flaw.
95 solid axle tahoe
Several months later and I'm no closer to a decision.
V10 gasser: lower maintenance costs, higher gas bill, reliable engine but lacks tug boat abilities for a 2,000lb slide in camper and a 3,000lb Subaru behind it,
6.0 diesel: narrowed my search to MY 2006, drives the price up a bit, RCD EGR delete kit drives the price up a lot, coil sprung front end opens up some nice suspension options, nagging doubt about reliability
7.3 diesel: tough to find with relatively low mileage, go quicker than I can react, SFA makes suspension options really limited, 4 wheeling in Colorado a chore
Last edited by NothingClever; 08-18-2012 at 09:51 PM. Reason: Because I'm a Full-Size Noob, OK?
Alright, this is just fancy car camping, people. Move along, move along.
V10 happiness is all about gearing. 4.30, 4.56, even 4.88 is where you can really take advantage of the v10's power.
You mentioned IFS with the 6.0 . You must be referring to the coil springs upfront. None of the super duty 4x4's have IFS. All use solid axles, 99-04 leaf springs, 05-12 coil springs. Biggest advantage to the coil springs seems to be better turning radius and ease of lifting.