Talk with Power Driven Diesel - No more 6.0 or 7.3 Ford for DDP. 

That’s cool. What advancements do you see? How is the 6.0 HEUI system better than 7.3’s?

@@edwardman1742 Suppose on the performance side, the 6.0h injectors utilizing a spool valve with dual coils rather than a poppet valve with return spring, helps allow it to move oil much faster at half the voltage. One Achilles heal for the 7.3 is fuel at higher rpm's. Seems the early 6.0 with the log style rail was a slight touch quicker to rpm over the later w rail as well, Less volume to fill perhaps. For longevity, the bigger 7.3 injector are just down right savage. Things will eat some nasty oil compared to the tighter tolerance in 6.0 sticks. 7.3 injectors not being riddled with stand pipes, branch tubes and ball sockets to feed them helps immensely for durability as well. Both have their place, but for all out performance playing with heui, 7.3 is second place. That is untill someone much smarter than me, designs an idm to get the 7.3 injectors to work much faster. Then, the bottom end is the next weak link vs the 6.0h.

@@bbtjdonnelly14 thank you so much for your response. It’s commonly mentioned that the 6.0 was a big advancement over the 7.3. But it is hard to find detail on it. Most people get stuck on talking about the reliability issues. Another question I’ve always had is what were the benefits of designing a high-pressure oil system that was largely internal on the 6.0 rather than external as in the 7.3. Again, all I hear is complaints about all the O-rings, but I want to know what the benefits were and what the engineers were solving for.

@@edwardman1742 Admittedly, not being an engineer for these platforms, I can only offer personal speculations as to why they designed an entirely new engine. I cut my teeth on the 6.0 working for the dealers when they arrived in 03. Everything was good untill they weren't. Truth be told, most of us techs hadn't dealt with egr systems before that came on the new 6.0 engine. Many, many, many were diagnosed wrong. When an egr cooler failed, it emulated a head gasket failure as the exhaust pressures exceeded coolant pressure. So many, immediately got ripped down and head gaskets were to blame. When in fact, it wasn't nearly as bad. Once we all caught on to the new designs, the word was out on the head gaskets. That said, some did have those issues but usually were attributed to overheating or hot tuning creating high cylinder pressures. Their are still many running around today with factory head bolts and stock tuning with no issues of head gaskets. Oil coolers were another issue, we did find with some, that they were clogged with extra grains of sand that weren't entirely cleaned after casting, still left in the coolant passages. This is why the coolant filters became a popular upgrade. The veins in the turbos sticking was mostly due to soccer moms not getting into boost frequently, causing soot build up. These engines, when run as intended run well with minimal issues. Many will argue that but ignorance is usually to blame. As to why they leaned towards an internal oil system over external with the heui is anybody guess. When an oil cooler on a 7.3 leaks, it's a mess externally. When the high pressure oil lines burst on a 7.3 it's a mess as well, all over the motor and under the truck and sometimes drained all the oil onto the road. The 6.0 being internal, alleviated those messy issues and kept the engine oil in the pan during a rupture. The stand pipe orings are an annoyance for sure but many of those issues are because of instalation error or sub quality parts. I only use oem for those and they last a very long time. They are great engines but I am a grear head and love them all from any brand. I have a heavily modified 6.2 detroit that gets zero love from most and it's been a great engine for me. They all have their pros and cons. really just boils down to what one wants to spend their time and money on and fix. Cheers.

Could you explain this comment a little. Kinda hard to understand.

@@Eric_V410 Take his diff cover for example. He did a lot of dyno testing on it to prove it was not just bling like the flat back covers. When it comes to his Air horn he wont test it. No one with a dyno out there has compared it to a stock horn with no other changes. I have suggested to several channels with dyno access to test it over the years. I think they are all scared of him. He is tight with the agency that can destroy you so I can see why. The air horn has a lot of ports which are definitely useful, but I highly doubt it did anything for power gains unless you use the ports for nitrous or water meth.. I have a lot of his products. I dont hate him, but I call BS out when I see it. If you are not gonna verify your claims then you are selling hype. No different than thinking a stick on hood scoop is gonna add power.

@@BentonL Oh yea, sorry didnt know who was who in first comment. I fully with you in that either banks or someone else should dyno test it because as good as it looks, as you said the ports definitely impede some flow gains. That said I would guess it does gain a little performance because the stock one is designed so shit.

@@Eric_V410 I dont think the ports impeded anything. I think the ports are the selling point. I use them for water meth and the boost gauge. I am calling bs on the claim it increases power.

@@BentonL Impede is the wrong word, disturb or disrupt would be a better descriptor. Especially the egr port. So what your saying is on an almost stock engine you dont think you gain much of anything?