Introduced in 1994 as the replacement for the 7.3 L IDI V8, the Power Stroke/T444E is a completely new design, with only its bore and stroke dimensions common with its predecessor (resulting in its identical 444 cu in (7.3 L) displacement).

In line with the IDI diesel, the Power Stroke was offered in three-quarter-ton and larger versions of the Ford F-Series and Econoline product ranges.

This "pre-injection" helps reduce the sharp combustion 'knock' as well as lower NOx emissions by creating a more complete burn.

With the new cooler, denser air would increase the horsepower potential of the engine, while also reducing exhaust gas temperatures (EGT).

The heating element contained in the filter housing also can short out, blowing a fuse and causing a no start condition.

The UVCH (under valve cover harness) was prone to losing contact with either glow plugs or injectors which caused rough starts or a misfire depending on the year.

It utilizes a variable-geometry turbocharger and intercooler, producing 325 hp (242 kW) and 570 lb⋅ft (773 N⋅m) torque with an 18.0:1 compression ratio, with fuel cutoff at 4,200 rpm.

The high amount of heat in this location, combined with the exposure to debris in the oil was known to cause ICP sensor failure also resulting in a no-start condition.

This issue was addressed by Ford with the late-2004 engine update, bringing a new HPOP design, along with relocation of the ICP sensor to the passenger-side valve cover.

Another frequent (but not always catastrophic) issue with the HPO system is the injection pressure regulator (IPR) screen.

If the HPOP does not fail, another common failure point is the IPR that, if contaminated by debris, will not be able to seal completely and will then "bleed off" oil pressure causing a no-start condition.

[10] Numerous PCM recalibrations, attempts to "detune" the engine, fuel injector stiction (caused by lack of maintenance and proper oil changes), along with several other drivebility and quality control problems, have plagued the 6.0.

In addition, the placement of the FICM on top of the engine subjects it to varying and extreme temperatures and vibrations causing solder joints and components to fail in early build models; mostly in the power supply itself.

Many owners who purchased their trucks equipped with the 6.0L Power Stroke engine new have received class-action lawsuit payments.

Some owners have opted out of the class action lawsuit and went straight to a fraud case: one example is Charles Margeson of California, who was awarded $214,537.34 plus legal fees ($72,564.04 was for repayment of his 2006 F-350).

The new DPF and active regeneration system greatly hindered fuel economy and the engine was ultimately retired after 2010 and replaced by the 6.7L Power Stroke.

Despite having to meet emission regulations, the engine was able to increase horsepower ratings to 350 hp (261 kW) and torque to 650 lb⋅ft (881 N⋅m) at the flywheel.

The series-turbo system is set up to provide a better throttle response while in motion to give a power flow more like a naturally aspirated engine.

The DPF traps soot and particulates from the exhaust and virtually eliminates the black smoke that most diesel engines expel upon acceleration.

A PCM recalibration was released to eliminate the possibility of excessive exhaust temperatures combined with certain rare conditions resulting from what is becoming known as a "thermal event".

The first Power Stroke engine to be developed and manufactured by Ford, it was designed in conjunction with AVL of Austria.

"[14] It features a compacted graphite iron (CGI) block for greater strength and reduced weight, reverse flow aluminum cylinder heads (the exhaust ports are located in the lifter valley) with dual water jackets, six head bolts per cylinder, and 29,000 psi (1,999 bar) high-pressure common rail Bosch fuel system.

The system delivers up to five injection events per cylinder per cycle using eight-hole piezo injectors spraying fuel into the piston bowl.

Garrett's single-sequential turbocharger features an industry-first double-sided compressor wheel mounted on a single shaft.

[13] Emissions controls include exhaust gas recirculation, Denoxtronic-based selective catalytic reduction (SCR) from Bosch, and a DPF.

[20] To compete with the Duramax and Cummins engines from GM and Ram, Ford increased output for the 2018 model year to 450 hp (336 kW) 935 lb⋅ft (1,268 N⋅m).

The engine features a variable-geometry turbo which allows for intake airflow tuning on the fly to increase power and fuel economy.

It has cast aluminum, low-friction pistons with oil squirters to keep them cool during heavy-load conditions, a die-cast aluminum cam carrier to stiffen up the valvetrain and reduce NVH, and to increase low-end durability, the crankshaft is cast iron and the connecting rods are forged.

The 3.0 L Power Stroke turbo-diesel V6, codenamed "Lion," was introduced in the 2018 Ford F-150 to compete with the Ram 1500 EcoDiesel V6.