By on October 25, 2013



Ford 6.0L Powerstroke

Ford Motor Co. has agreed to settle a class-action lawsuit over claims that the Navistar made Power Stroke diesels in its 2003-07 Super Duty pickups and E-series vans were defective. The 6 liter V8 diesel engines, now discontinued, had a variety of problems involving the fuel system, turbochargers and other components.

The settlement covers anyone who bought or leased a ’03-’07 Ford truck equipped with the 6 liter Power Stroke.

According to the settlement, any U.S. purchaser or lessee of a 2003-07 Ford vehicle equipped with the 6-liter Power Stroke diesel engine is covered if the vehicle’s exhaust gas recirculation (EGR) cooler and EGR valve, oil cooler, fuel injectors, or turbocharger was repaired, replaced or adjusted prior to 135,000 miles or six years. Ford will reimburse deductibles paid under the trucks’ original five year / 100,000 mile drivetrain warranty, up to $200.

The settlement ends dozens of class-action lawsuits against the company. In some cases the defects were so bad that Ford had to replace entire engines as well as buying back hundreds of trucks.

Defects, high warranty costs, dissatisfied customers and litigation over the matter led to Ford ending their relationship with Navistar, opting to go with a new Ford designed 6.7-liter diesel V-8 built in a Mexican factory.

Because the legal matter is ongoing, Ford declined to comment. Navistar, which had earlier been dismissed from the litigation, also had no comment.

Ford said customers can visit for more information. Those eligible have until Dec. 31 to download and submit claims.

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19 Comments on “Ford Settles Navistar Diesel Class Action Lawsuit...”

  • avatar

    Wow, I didn’t think this one would ever end. Big win for customers, but huge cost to Ford. These engines were terrible and caused many an owner a great hardship.

    • 0 avatar

      Danio, is the 6.7 any better? I have heard luke warm reviews of that one too. It seems the 7.3 is the one Ford guys talk about most as good.

      • 0 avatar

        the 6.7 is a *completely* new engine, no relation at all to the 6.0 and 6.4.

        I’m curious what “lukewarm” reviews you’re hearing.

        • 0 avatar

          sorry. I meant the 6.4 in comparison to the 6.0

          My mistake.

          Fair to say the 6.7 is much improved?

          • 0 avatar

            no, the 6.4 wasn’t much better. One of the big problems with the 6.0 and 6.4 was that they reverted to a setup where each cylinder was surrounded by only four head bolts (the 6.9 and 7.3s had five) which meant head gasket life was not so good.

            Compounding the problem is that the procedure to replace the head gasket(s) on these trucks goes:

            “Step 1: Lift cab off of frame.”

            plus the 6.4 had numerous turbo problems, and the tight packaging underhood meant removing the turbos went:

            “Step 1: Lift cab off of frame.”

            as far as I know, nothing on the 6.7 requires a cab lift.

          • 0 avatar

            Jz, what do they do on the excursion?

          • 0 avatar

            The 6.9 idi and 7.3 idi had 5 ( in quite a weird arrangement due to the pre combustion chamber.

            The 7.3 power stroke had 6 head bolts per cylinder.

            The 6.7 also has 6 per cylinder.

          • 0 avatar

            @jz78817 from what I’ve heard, its not required on a 6.0 to lift the cab off for head gaskets, just much easier as it is indeed a tight engine compartment. It was the techs that where working on them that came up with the idea, and Ford adopted it for the 6.4 as SOP.

          • 0 avatar

            Yep, most service can be done in chassis on the 6.0L if you really really want to, but pulling the cab is relatively easy in comparison to fighting with it in a tight engine bay. Most seasoned techs can have the cab off in less than an hour which will save them several if a lot of work is being done to the engine.

            Pulling the cab on some models can be a crap shoot to whether the front mount bolts actually come out though. There’s a special procedure for heating up the threads in the right spot to get them out in one piece.

      • 0 avatar

        The 6.7L so far has proven to be a much better engine. No major glaring issues. Early examples would occasionally drop a valve, but that was corrected early on.

        The 6.4L that came out after the 6.0L was actually worse than the 6.0L. While it had fewer small issues, it had some very glaring design faults that would lead to catastrophic failures. The 6.0L engines would rarely experience bottom end failures, but on the 6.4L they happen a plenty, usually necessitating complete replacement including the sequential turbos if there was enough debris.

        Here is a brief list of some major issues on the 6.4L Intl in the Ford trucks:

        – Major cooling system issues. Interference fit water pump would cavitate with any air circulating in the system (even small leaks would bring air in) and this would actually cause the pump to bore a hole throught the front cover and dump the coolant into the crank case. Driven like this long enough, the entire motor would sludge up and overheat. Overheat would usually de-rate before major damage, but sludge was a big issue.

        -EGR cooler failures. They have 2 EGR coolers instead of 1 on the 6.0L and most others, a horizontal and vertical. The horizontal had a frequent tendency to crack and leak coolant right into the exhaust manifold. If the leak was more than what could be burned off, it would get into the combustion chamber and bend rods.

        -Catastrophic cylinder melt downs. These were the first light duty diesels in Fords to get DPFs needing a regeneration cycle. There were many problems with this if you recall on the first cal they would shoot wicked flames from the tailpipes. Anyway, the crank case eventually experiences oil growth from cylinder wash down when the regen fuel is injected on the exhaust stroke. Oil growth in the crank case of a trubocharged engine that happens to run on and is throttled by oil is bad mojo when it accumulates in the charge air cooler. Due to the intake design, this would consistently over fuel cylinders 2 and 8 (if it didn’t straight up cause the engine to run away first) and those two cylinders woudl eventually misfire. Compression test results would usually read about 400psi on every cylinder, but 0-100 on 2 and 8. Weird! Pull the heads or boroscope and find the pistons are now see-through.

        Those are the big ones. They also have high pressure pump issues which are labor intensive to change, and like other modern common rails, meticulous fuel system maintenance is a must if you dont want to shell out 8k for a fuel system.

        I tell anyone with a 6.4L to trade them ASAP, and anyone looking to run far away.

        Hummer, major service on a 6.0L in an Excursion requires a body lift. It’s not really as hard as most think. The real bitches are E-series with upfitter bodies.

      • 0 avatar

        The 6.7 had some minor issues.

        Turbo bearing issues that were fixed with a revised model with bigger bearings.

        Valve problems on the non pickup models. Other than that seems fine.

        Some people had water issues that took out the fuel system. IMHO the filtering setup needs to be better these bosch pumps are stupid sensitive it seems to water.

        People with tuners seem to bend the rods. Not a problem on a stock truck.

        But, its getting upgrades next year. New larger turbo, new injection pump, and injectors. Internals upgrades, crank and rods.

        In my experience ford tends to make changes in the first couple years. If you want the best get one a couple model years latter.

        This is even true of the idi in my truck. The 83 and 84 models had weak block that would crack if you used the block heater. they also had a slightly different oil cooler.

        • 0 avatar

          If there was one thing I wish they would upgrade on the 6.7L is those dinky stamped steel rocker arms. Ford really ought to have cribbed Cummins a bit more for their design as those are an example of a truly robust motor.

          That being said, the 6.7L ain’t bad, if you gotta have a Ford.

  • avatar
    Mr Imperial

    I never owned/drove a 6.0 Powerstoke, but if you do, Diesel Power magazine has given a lot of coverage to the guys at Bulletproof Diesel (

    Just about all of the known issues (Oil cooler, FICM, EGR cooler, etc etc..) have been re-done by Bulletproof Diesel, and it looks like they make damn good stuff.

    I would go there if I owned a 6.0, go buy some stuff with the settlement money!

    • 0 avatar

      The settlement does not cover the FIC Module, but does cover the turbo and injectors. Nothing else. What Ford will reimburse covers the parts, but no mention of the labor. Some of these parts aren’t covered for the one year past the original warranty. Bulletproofing corrects 6.0 problems, but it’s crazy expensive. Over $10,000 and not legal in all states.

  • avatar

    Good news for my brothers out there with the 6.0. I have the 7.3, but I feel for them. So many unfortunate problems in an otherwise amazing vehicle.

  • avatar

    Hopefully all of the suburban idiots who drive these giant trucks jacked up, tailgate, don’t signal and blow black smoke everywhere will be stuck with defective engines, because they modified them.

    • 0 avatar

      What? Their bad from factory, hopefully if they’ve been modded then they will be more reliable, therefore allowing people to continue enjoying their freedoms.

    • 0 avatar

      I recall a guy at Home Depot with stacks in the bed and he had his truck tuned to blow black diesel smoke. His truck looked pretty damn nice, but the black smoke made me think “what an uneducated selfish ahole redneck”. About a month later I saw him again, blocked in by two cop cars. One had the tint reader on the glass, the other with a stack of tickets. Looked like they were nailing him for everything they could. I was happy to see it happen.

  • avatar

    Yep hence a whole industry developed to swap in Cummins Turbo Diesels into Ford Super Duty pickups. Good going Ford. Just like the Contour SE I leased which blew two of the “Duratec” engines.

    Legendary Cummins FTW.

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