7.3L vs 6.0L Ford Power Stroke Engines
Statistical differences and Pros and Cons for the two Ford diesels we love to hate.
In this "modern" time of a factory-stock Ford diesel engine producing nearly 500 hp and more than 1,000 lb-ft of torque—the 2020 6.7L Power Stroke spits 450 and 1,050 at the crankshaft—we find it interesting that a pair of the Blue Oval's earlier oil-burners are still a hot topic when engines' pound-for-pound greatness—and flaws—are being discussed.
Built by Navistar and introduced in 1994, the 7.3L Power Stroke turbodiesel (engine code T444E) was a game-changer for Ford in the mid '90s. The early versions of the hydraulically/electronically fueled (HPOP and poppet-valve injectors), fixed-geometry-turbocharged powerplant made 210 hp and 425 lb-ft of torque; performance numbers that, with the addition of updates and parts that improved power (intercooler, bigger injectors, etc.) over the course of five years, would eventually increase to 275 hp/525 lb-ft by the end of 7.3L's run in 2003.
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| 7 3l Vs 6 0l Ford Power Stroke Engines 1
In mid-2003, Ford replaced the 7.3L with a 6.0L diesel that was also developed by Navistar. The new Power Stroke was stronger (325hp and 560 lb-ft of torque), and it was designed with four-valve cylinder heads, improved electronic fueling (greater pressure, spool-valve injectors) and an EGR system, for the performance gain with compliance to stronger emissions requirements that were coming for 2004 and beyond (lower NOx).
As it is with any two similar-but-different physical objects, there are pros and cons for each powerplant. However, from a competitive standpoint, "which engine is better?" is the argumentative question that probably will be asked until the end of time.
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| 7 3l Vs 6 0l Ford Power Stroke Engines 2
Here are the statistics. The facts. And, we're providing our pro and con opinions about both powerplants; we're laying out their strengths and weaknesses to help you make your own assessment. We like the 7.3L Power Stroke diesel. It's basic, reliable, and strong-as-an-ox durable. No, the 7.3L isn't anywhere close to the 6.0L in terms of emissions compliance, horsepower, and freeway flying, but it gets jobs done every time, and in many cases, it lives longer than its 6.0L counterpart, by thousands and thousands of miles.
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| 7 3l Vs 6 0l Ford Power Stroke Engines 4
7.3L Power Stroke V-8 | 6.0L Power Stroke V-8 | |
Displacement | 444 ci | 365 ci |
Bore | 4.11 in (104.4mm) | 3.74 (95mm) |
Stroke | 4.18 in (106.2mm) | 4.134 in (105mm) |
Valvetrain | Overhead valve, 2 valves per cylinder | Overhead valve, 4 valves per cylinder |
Compression | 17.5:1 | 18.0:1 |
Horsepower | 210 hp (1994) | 325 hp |
275 hp (2005) | ||
Torque | 425 lb-ft (1994) | 560 lb-ft (2003-2004) |
525 lb-ft (2005) | 570 lb-ft (2005-2007) | |
Block/Head Material | Cast iron | Cast iron |
Forced Induction | Single, fixed turbocharger | Single, variable-geometry turbocharger |
1994 to 1997: Garrett TP38 | Garrett GT3782 VA | |
1998 to 2003: Garrett GTP38 | ||
Fueling | Direct injection, HEUI, poppet-valve injectors | Direct injection, Electro Hydraulic Generation Two |
Dimensions | Length: 34 inches | 35 inches |
Width: 32 inches | 38.25 inches | |
Height: 38 inches | 40.25 inches |
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| 7 3l Vs 6 0l Ford Power Stroke Engines 5
7.3L Power Stroke V-8 | 6.0L Power Stroke V-8 | ||||
275 hp (2005) | 325 hp | ||||
525 lb-ft of torque (2005) | Four valves per cylinder | ||||
PROS | No emissions concerns | Improved powdered-metal connecting rods | |||
Fixed-geometry turbocharger | Variable-geometry turbocharger | ||||
Good HPOP | Bed plate | ||||
Reliable | |||||
210 hp (1994) | EGR system failures | ||||
Powdered-metal connecting rods (2001) | Only four torque-to-yield head bolts per cylinder | ||||
No bed plate | Blown head gaskets | ||||
CONS | Turbo lag | Cylinder heads crack | |||
Temperamental when cold | Carbon builds up on turbocharger, making vanes stick | ||||
Cam-position sensor failure | Poor driveability at low rpm | ||||
Fuel-injection concerns (FICM failure, inferior HPOP, etc. ) | |||||