6.0L for a 7.3L swap done!! - Diesel Forum - TheDieselStop.com
Upgrades and Aftermarket - 6.0L Engine Upgrading or adding OEM or aftermarket equipment to your 2003-Up Super Duty or Excursion with 6.0L Power Stroke diesel engine. Please confine discussion of topics in this forum to those items that are specific to the 6.0L Power Stroke engine.

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post #1 of 18 (permalink) Old 06-06-2008, 09:39 PM Thread Starter
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Talking 6.0L for a 7.3L swap done!!

That's right!! Got the truck back this week. It's not mine, but I was involved somewhat.

After my buddies '03 ate it's 2nd 6.0, he decided another $13,000 pile of junk was not a good investment.
Now, granted he did have the donor truck as well. One of his drivers totaled out a '01 F350, and he kept it for parts since he has 2 others.

A local former Ford tech did the swap in his back yard shop. He swapped everything including the tranny, wiring harness, and gauge cluster. And it runs sweet!! The 7.3 is actually quieter than the 6.0, and the newer truck has more sound proofing. So it's very quiet now.

He said he could do the job in less than a week if everything was lined up properly, and for about $3000, not including the donor truck. Yes, that's not cheap, but then a 4 yr old truck that's only worth $4000 on trade is no good either.

Has anybody else took the step, and what was your experience?
I personally am a Cummins fan, but hey, if you've already got the truck, why not?
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Last edited by smokedivr; 06-09-2008 at 07:19 PM.
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post #2 of 18 (permalink) Old 06-06-2008, 10:56 PM
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How many miles on the engines when they were blowing? I don't know for sure, but it would seem that either someone was hard on these engines, or something else was going on. Two engines just isn't right. I have heard of some buy-back situations where stuff like this was going on, but I haven't heard to many stories of two engines blowing. What, was the mileage on the truck 500,000 miles or something?

It's to bad he put the 4R100 trannie back in there, I think the 5R100 Torqshift is a significantly better transmission. Isn't there a way of some sort to "fit" it in place, with some sort of crazy adapter plate?

2003 F250 Super duty 6.0 PSD, was great in the beginning, but started to have major issues:
Traded, Oct 2 2008 for...

New truck: 2008 F250 Superduty Lariat 6.4 PSD Job 3, black, with ALL the goodies, very impressed so far...
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post #3 of 18 (permalink) Old 06-07-2008, 10:16 AM
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Depending on the HP..for big HP you use a 4R100. John Wood changes them out for the big HP 6.0 guys.

Cary
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post #4 of 18 (permalink) Old 06-08-2008, 05:36 PM
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I was just looking at an 06 with the 6.0, but really want the 7.3, and was thinking there may be a way to retro-fit when the 6.0 dies.
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post #5 of 18 (permalink) Old 06-09-2008, 07:03 PM Thread Starter
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Each engine was just over 100K miles. And this was all after numerous injectors, EGR coolers, a new ECM, well over $20K spent on rrepairs since new. And the only mods were a cold air kit and high flow exhaust.

I talked with another friend today who is trading his '04 with 120K mi cause it's costing more to fix than it's worth. Already had major internal repairs once, as well as several injectors, and a turbo rebuild.

Sounds to me like, as we all know, the 6.0 is a piece of CR## !!

He wanted to keep the 5R as well, but the mechanic said it wasn't strong enough for the 7.3.

Dieselmankane, I don't want to rain on your parade, but I promise, you will have major problems in the next 59k mi. no matter how you baby it. The 6.0 will not hold up long term.

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post #6 of 18 (permalink) Old 06-09-2008, 07:48 PM
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Quote:
He wanted to keep the 5R as well, but the mechanic said it wasn't strong enough for the 7.3.
Your tech doesn't know what he is talking about, the 5r is PLENTY tranny enough for the 7.3L

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I personally am a Cummins fan...
Since your posts all slam the 6.0L, you don't have much credit here. Stop relying on your friends for info.

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post #7 of 18 (permalink) Old 06-10-2008, 02:25 AM
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Each engine was just over 100K miles. And this was all after numerous injectors, EGR coolers, a new ECM, well over $20K spent on rrepairs since new. And the only mods were a cold air kit and high flow exhaust.

I talked with another friend today who is trading his '04 with 120K mi cause it's costing more to fix than it's worth. Already had major internal repairs once, as well as several injectors, and a turbo rebuild.

Sounds to me like, as we all know, the 6.0 is a piece of CR## !!

He wanted to keep the 5R as well, but the mechanic said it wasn't strong enough for the 7.3.

Dieselmankane, I don't want to rain on your parade, but I promise, you will have major problems in the next 59k mi. no matter how you baby it. The 6.0 will not hold up long term.
You have NO idea what you are talking about on The 6.0's reliability.You raining on anyones parades is Heresay and what he said crap you choose to be facts.I work on the same engine in Internationals and there are MANY with over 200,000 and still going strong with Nothing more than a turbo cleaning.Granted this engine has had issues but maintenece is KEY to avoiding much of it.Plus Keeping the Tuner off of it if you dont want gauranteed headgasket problems.I could go on about your comments but I wont

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post #8 of 18 (permalink) Old 06-10-2008, 10:02 AM
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He wanted to keep the 5R as well, but the mechanic said it wasn't strong enough for the 7.3.
The 6.0 is stronger than the 7.3, but the transmission isn't strong enough for the 7.3?

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BDP/Casserly Stage 2's, Modded H2E, Stealth Stage 2, BDP fuel system, Comp 910s, 7.3 ic, BDP live tuned

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post #9 of 18 (permalink) Old 06-12-2008, 11:03 AM
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Trans is fine to 500hp but if you push the HP up with the big boys you install a BTS or John Wood built 7.3 trannie. And anyone that thinks a 6.0 is as reliable as a 7.3 should check any ford dealership and you don't have to mod one to have major problems.

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post #10 of 18 (permalink) Old 06-12-2008, 12:21 PM Thread Starter
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You have NO idea what you are talking about on The 6.0's reliability.You raining on anyones parades is Heresay and what he said crap you choose to be facts.
FYI, I do my research on diesels. Have been for years. I don't have to own and drive every one on the road to know what works and what doesn't. If my friends say it's crap, I don't have to go buy one to prove it. Of about a dozen people I know personally who own or have owned 6.0's none of them have good things to say about them.
The friends I speak of are people I know and work with, including some major hauling with all our trucks, and working together on repairs and upgrades.

I'm sure there are some exceptions out there, but the odds I've seen aren't very good.

I know of 7.3's, several in fact, with over 500k mi on them, so I'm not anti Ford. The guy who just did the swap has a '99 with 850,000 miles on it, and 2 others with 300k+ and 400k+. In fact, a '99 or '00 7.3 might be the best diesel pickup ever, but the cummins is better on fuel.

Yes, the cummins has a few bugs, but mostly confined to the fuel system. You can double the hp on a cummins and never break anything inside. The 24 valve 2nd generation has the vp44 injection pump which will absolutely fail eventually, and the 3rd gen commonrail has injector issues. But generally they don't eat turbos, or EGR coolers, or drop cylinders for mechanical reasons. Can't say the Dodge "truck" is as good though.

I don't see much talk about swapping TO a 6.0.
But the cummins swap seems fairly popular.

I'm not a Ford basher. But where I come from the 6.0 doesn't have a good reputation. The local dealer doesn't even want to trade for one.
(That's a fact direct from the sales manager).

I understand you don't like it when someone downs what you're driving. And I didn't come to pick a fight.
I wish you guys the best of luck with your 6.0's.
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post #11 of 18 (permalink) Old 06-12-2008, 12:34 PM
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I think the 6.0 gets a lot of bad rap because of the EGR system. If not for that, I think we'd have half as many problems as we do now. If the 7.3 had that EGR system, a lot of people would probably hate that engine too. I think that's a big reason why you keep hearing International doesn't have much trouble out of the 6.0, just Ford. Obviously head gaskets are an issue, but if you could take that and the EGR away, you've probably made the fan base a lot larger.

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post #12 of 18 (permalink) Old 06-12-2008, 02:37 PM
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I think the 6.0 gets a lot of bad rap because of the EGR system. If not for that, I think we'd have half as many problems as we do now. If the 7.3 had that EGR system, a lot of people would probably hate that engine too. I think that's a big reason why you keep hearing International doesn't have much trouble out of the 6.0, just Ford. Obviously head gaskets are an issue, but if you could take that and the EGR away, you've probably made the fan base a lot larger.

Justin
The VT-365 has the same egr emmission setup as the ford version.It has the same problems with valves and coolers but it doesnt seem to be as bad as ford.Headgaskets are NOT a issue in the International version.Write this up to programming and HP rateing between the two.Dirty sticking turbos are also a issue.This will affect everyone at some point that owns one, Nature of the beast.

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post #13 of 18 (permalink) Old 09-17-2016, 09:26 PM
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i just bought an 2004 f250 6.0 has 240,000 mi paid 8k problems allready yep leaking antifreeze i guess head gasket anyway i have a 7.3 that i w
ant to swap can anybody give me some advice
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post #14 of 18 (permalink) Old 12-11-2016, 07:09 PM
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Each engine was just over 100K miles. And this was all after numerous injectors, EGR coolers, a new ECM, well over $20K spent on rrepairs since new. And the only mods were a cold air kit and high flow exhaust.

I talked with another friend today who is trading his '04 with 120K mi cause it's costing more to fix than it's worth. Already had major internal repairs once, as well as several injectors, and a turbo rebuild.

Sounds to me like, as we all know, the 6.0 is a piece of CR## !!

He wanted to keep the 5R as well, but the mechanic said it wasn't strong enough for the 7.3.

Dieselmankane, I don't want to rain on your parade, but I promise, you will have major problems in the next 59k mi. no matter how you baby it. The 6.0 will not hold up long term.
I bought an 03 6.0 in 2011. It had 89k miles. I now have almost 180k and never had a minute's problem with the truck. CDBIGGUY
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post #15 of 18 (permalink) Old 12-13-2016, 06:35 PM
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The 6.0 had a lower incidence of repair under factory warranty than the 7.3. The 5R110 is a better transmission than the 4R100, which is just an outgrowth of the E4OD, which wasn't exactly praised for its durability. The 5R110 is good to about 600RWHP. I run a Ford reman trans behind my 6.0 pushing about 505 to the rear wheels and 660 at the crank. 120k, zero problems. The original trans went out at 68k, but that was almost certainly the fault of the Edge tuning I was running at the time. You can build the E4OD/4R100 for power, but the 5R110 is just a better starting point. Eric at Innovative Diesel has one in his truck that runs 10.40s. Aftermarket clutches, no billet shafts, no valvebody trickery. So yeah, its plenty stout.

Look into the Cummins swap and you'll see why so few people do it. For one its really expensive because those engines still command $2,500 or more even with 300k on them. The trans is a huge issue because no stand alone controller really works for a 5R110, so you have to either use an Allison or a Dodge trans (talk about junk). The electronics of the swap are a nightmare because you are going from a computer controlled engine to one that isn't. You'll have well over $12,000 in that swap by the time you are done and you'll have a bastardized truck that uses a lot of specialized parts that are not obtained quickly should any of them fail. The power of a stock Cummins is a joke compared to a 6.0. You have to modify them a fair bit just to get on par with stock 6.0 power levels, let alone what you can do with some tuning. The best Cummins is the P-pump version which commands the highest premium and is hardest to find, and even then the top dog was rated at 215HP, so 110 less than the 6.0. Sure, you can do the fuel plate, injectors, etc., but then that adds even more to the cost.

I imagine that swapping in a 7.3 wasn't that tricky, probably mostly bolt in because the truck really didn't change much in '03. The big question is simply why? It seems that he ran from an engine he didn't understand to one that he did. The 7.3 was a good engine in its day, but its day has passed. Its demise was a combination of not being able to configure it for emissions and not being able to get enough power from it to stay competitive with GM and Dodge as the Diesel HP war started. If you take care of it and address the weak links the 6.0 is a 500k engine that can make some serious power. I drive mine every day and the truck gets worked. Over 190k, owned it since new. Not a single repair to it that wasn't my fault through my quest for power or out of ignorance. That's reliable any way you slice it.
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'06 F250 4x4 - 5" Flo Pro exhaust, SB Filter intake, Accufab elbow, Edge Evolution (monitoring only), SCT w/ ID custom tune, FASS 195 pump, Gillette Diesel EGR cooler delete, Sinister Diesel coolant filter, ELC coolant, updated turbo drain tube/oil feed line/STC fitting/oil cooler, ARPs w/OEM HGs, Elite coolant lines, ITP RR fuel system, RCD 175/30 injectors, Powermax, BD CCV, FICM.com FICM w/ ID tune, Elite UP, BPD water pump - 13.069 @ 101.94

'02 WRX - Outback rear disc swap, EBC green pads, DBA pillar vane rotors, TXS UP/TBE/TMIC, Perrin LW crank pulley, PPG billet steel shift forks, ACT Streetlite flywheel & clutch, K&N filter, STi Group N motor/trans mounts, TiC/Kartboy rear diff mounts/subframe lock bolts/outrigger stiffeners, Kartboy SS & all shifter bushings, custom PDX tune for Cobb AP - went 14.1 on a terrible 60ft before most of these mods; shooting for 13.50s

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