Will Bosaw’s garage-built 6.0L Power Stroke is a mobile advertisement that injects a bit of tire-shredding fun into the work week.
Despite the bad rap the 6.0L Power Stroke gets, high-mile versions do exist—and many even manage to rack up hundreds of thousands of miles with very few problems. When Will Bosaw’s meticulously maintained ’04 F-250, a truck he’d owned since 2007, finally lost its first factory injector at 231,000 miles, he decided it was time to have a little fun. “I wanted to build the fastest 6.0L in town,” he told us. Enlisting the help of Justus Poteet—a longtime friend with a background in bulletproofing 6.0’s—Will set out to do just that. “We built the truck together, mentally, and then got a game plan together for what I wanted to use it for.”
A little over a year later, and with parts sourced from the likes of Kill Devil Diesel, Warren Diesel Injection, KC Turbos, Driven Diesel, FASS, and Powerhouse Diesel, Will has successfully pieced together his dream truck—a 700-plus horsepower rolling advertisement for his booming business. Whether he’s delivering equipment to a customer, towing his skid loader, or simply tooling around town, the eye-catching wrap—combined with the unmistakable whistle of a Jetfire VGT—make this mint condition Super Duty all but impossible to ignore.
With the 6.0L Power Stroke’s factory rotating assembly known to be robust (even at 800 hp), Will saw no need to dig into the bottom end. In fact, the stock, 231,000-mile pistons and cylinder cross-hatching were in perfect shape when the original cylinder heads were pulled and replaced with Kill Devil Diesel Stage 3 replacements. The replacement (aluminum) heads are O-ringed, CNC ported, equipped with larger valves, and fasten to the block by way of ARP Custom Age 625+ head studs torqued to 265 ft-lbs. Within the heads sits a set of Warren Diesel Injection Premium 205/100 injectors. The 205cc units are equipped with 100-percent over nozzles and represent the largest conventional style injector you can run (in order to maintain ICP) with a factory HPOP.Not looking to reinvent the wheel—but in an effort to retain the tremendous drivability a variable geometry turbo provides—Will opted for KC Turbos’ Jetfire Stage 3r Gen 2 Dual Ball Bearing VGT. The drop-in charger boasts a 68mm (inducer) billet compressor wheel with tips that extend out to 100mm back behind KC Turbos’ signature, drilled-hole anti-surge ring. On the exhaust side, a 10-blade, 70/74mm turbine wheel combines with high-flow vanes for exceptionally quick spool up. A dual ball bearing center section, fresh VGT solenoid, and upgraded unison ring make the Jetfire Stage 3r Gen 2 one of the most reliable and durable performance VGT’s on the market.In support of the 205cc injectors, a regulated return system and fuel bowl delete from Driven Diesel got the call. Regulated returns have long been popular on both 7.3L and 6.0L Power Strokes to keep diesel from dead-heading in the fuel rails by tying each fuel rail together by way of a bypass fuel pressure regulator. It’s a simple system that ensures adequate fuel volume and pressure is always being delivered to each injector. Will keeps the Fuelab bypass fuel pressure regulator set to 70-psi.Ample low-pressure fuel supply comes courtesy of a 220-gph Titanium Signature Series FASS system, which eliminated the need for the factory lift pump (HFCM) and primary fuel filter along the frame rail. Using a FASS sump in the factory tank and upsized fuel hoses, the pump pulls diesel through ¾-inch line, and then transitions into ½-inch hose which runs up to the distribution block on the engine. For a clean, finished look that keeps the FASS filters out of sight, the supplied mounting bracket was modified to mount the pump and filter assembly as high as possible along the chassis.The 5R110W TorqShift has always been one of Ford’s best automatic transmissions, but the beefed-up version in Will’s Super Duty has been nothing short of outstanding. Since being built by his local slushbox guru (Steve’s Transmission Service), it hasn’t skipped a beat in more than 12 years of service. A billet front cover, triple-disc torque converter, an old-school Sun Coast rebuild kit, billet input and intermediate shafts, and an updated valve body and upgraded pump all made the cut the last time this five-speed was cracked open. Part of its long-term durability is owed to an oversized transmission cooler that never allows ATF temp to crest 180 degrees.Kenda Klever R/T tread measuring 33×12.50R22LT is tasked with getting the potent 6.0L’s power to the pavement, and according to Will they have their work cut out for them. Especially in 2WD, the stiff sidewall, F load range, all-terrain/mud-terrain hybrids struggle to hold the road—and often can’t at any speed slower than 45 mph. The instant torque made possible thanks to all the added fueling and the quick-lighting VGT means the 33’s out back probably won’t enjoy a lengthy tenure. But they do look good, thanks in part to being mounted on 22×10-inch Hostile H108 Sprocket wheels.A 23-year-old Super Duty won’t survive salty, Midwest winters without some sort of underbody protection. To both resist road salt and keep rust away, Will’s F-250 was treated to VHT semi-gloss, epoxy all-weather paint. To quell bump steer, steering vibrations, and front-end shimmy, he also added the dual steering stabilizer from Rough Country you see here. At either end of the Dana 60, you’ll find a Warn Premium manual locking hub. And when it was finally time to replace the worn out factory shocks, Will installed a Monroe Reflex absorber at each corner.Remember when bed stacks were all the rage? Will got in on the craze, too. But while the 7-inch MBRP unit has somehow made it to the year 2026 aboard his Super Duty, he did admit that it will be going away in favor of a conventional exit exhaust system soon. For now, however, the 7-inch stainless stack remains, with a 4-inch section tying it in with the downpipe clamped to the back of the Jetfire turbo. Out of everything that’s been added to the truck, the bed stack is the lone indicator Will’s F-250 is anything more than a company truck.Just like the truck’s exterior, things have been well-preserved in the Lariat trim Super Duty’s interior. To help keep an eye on a few vitals, Will added a triple pillar gauge pod and GlowShift gauges. By far, the most fun to watch is the 60-psi boost gauge, which pegs out under wide-open throttle. A 1,600-degree pyrometer below that allows Will to avoiding the EGT danger zone, while a 100-260-degree transmission temp gauge keeps him informed as to what kind of heat the TorqShift is seeing.Going the distance. This is what timely, 3,000-mile oil changes and Rev-X oil additive can do for a 6.0L Power Stroke. Will was able to put 231,000 miles on the odometer before experiencing his first factory injector failure—not to mention the fact that he’s still on the original high-pressure oil pump. Beyond that, the OEM oil cooler is still in the mix, which Will believes is only alive due to the installation of a Sinister Diesel coolant filtration system many moons ago, as well as regular coolant filter changes.It goes without saying that no high powered 6.0L performs without proper custom PCM tuning tying every mod together. For that, Will contacted Powerhouse Diesel, one of Warren Diesel Injection’s preferred tuners for its performance injectors. Select Powerhouse files—available via this SCT X4 programmer—hold the VGT’s vanes partially closed during deceleration, effectively keeping the charger on standby in case you decide to get back in the throttle. Combined with the 58-volt FICM Will is also running, the Powerhouse tunes make the truck burn clean, more eager to run, and extremely responsive.
