The 6.0L had some problems that could maybe be blamed on Ford, like the use of G-05 coolant, which apparently had a tendency to get cooked by the EGR cooler and plug up the oil cooler. There was also the injector programming that led to early IDM and injector failure.
However, the failing of EGR coolers, branch tube adapters, head bolts and I'm sure I'm missing some, were experienced in the VT365 as well.
The Maxxforce 7 was hot garbage in International applications too. They'd break crankshafts and were generally just junk. While the VT365/6.0L PSD could be upgraded to be very reliable (though one could easily argue that this shouldn't be necessary), the MF7 was just a dumpster fire.
Good friend of mine worked at an International dealership and owned a 6.0L PSD at the time (2005 F-250). Did the EGR delete after multiple cooler failures, replaced the IDM when it crapped the bed and had the (Ford) ECM upgrade done, which eliminated the "quiet" operation mode, which had a tendency to kill the injectors. Replaced the branch tube adapter, which had started to leak (known issue), and the truck was on its 2nd set of injectors. Truck worked awesome. Never had any VGT problems after he cleaned up the actuator and VGT assembly and deleted the EGR.
He's now a fleet manager for a large international school bus company and his opinion of the Maxxforce 7 is not good. The old DT466 was bulletproof, as was, generally the IDI 444 and T444E (7.3L PSD).