6.0 Powerstroke Upgrades

One of the most popular trucks to buy and upgrade is the 6.0 powerstroke. It has become popular due to the cost to purchase and there are tons of aftermarket upgrades, fixes and performance parts. Over the years, we’ve talked with 6.0 powerstroke racers, enthusiasts and companies who offer products for them. This post is about what we’ve learned for upgrading one to be reliable from towing to the race track.

If you are in the market for a diesel truck, you’ll quickly find the used market commands a premium price. A lot of it has to do with lower supply of new trucks and also people wanting less restrictive emissions components. It is true the 6.0 powerstroke has emission controls, but they are less complex than the 6.7L with its DPF, DEF and EGR systems. A used Cummins or pre-2007 Duramax may command $30,000 or more – which doesn’t leave a lot in the budget for upgrades. This is where the 6.0 shines. They can be found for a reasonable price, have stout transmissions, plenty of options and Ford quality. But they do need some help along the way.

EGR coolers can be an issue. Due to emission standards at the time, 6.0 powerstrokes came equipped with an EGR and EGR cooler. These have proven to be failure points, but the aftermarket has addressed it with upgraded designs. These new coolers retain the factory emissions system but provide better longevity and reduce the risk of clogging or cracking. Headgasket failures can also be common. The remedy once it fails is to have the heads checked, decked if necessary, install new headgaskets and upgraded the head bolts. Turbo failures can happen on any diesel, especially with higher mileage and time. There are tons of upgraded drop-in turbos available, as well as better designed up-pipes that resist warping and cracking. While these issues may scare away some potential owners, aftermarket companies have created reliable fixes that can extend the life of the engine.

Depending on how much power is added over stock, a transmission upgrade may be needed. Common failures can involve the torque converter and clutch pack slippage. Billet shafts typically aren’t needed unless power levels are going to 650rwhp or more. For a daily driver that tows, a solid billet triple disc converter, performance clutches and valve body upgrades take a stout 5R110 to the next level.

6.0 powerstrokes have come a long with build options. We’ve seen incredible builds for UCC trucks, Diesel Power Challenge winners and others. The platform has had new life breathed into it because of the dedication from companies like KC Turbos, Warren Diesel, Holderdown Performance, J&K Engines and others. If you’re looking for a truck that won’t break the bank, have plans to upgraded it into the ultimate tow or daily driver, these trucks can be a steal. We hope the things we’ve learned can help you make decisions if you want to upgrade your 6.0 powerstroke!