The 6.4 Power Stroke engine was only used in Ford vehicles for a few years. It’s also the last Ford diesel from International, as the 6.7 Powerstroke was designed and built in-house by Ford. From the factory, Ford 6.4 diesel engines produce 350 horsepower and 650 torque. For the time period in which the 6.4 Powerstroke was released, they were respectable numbers. Some consider the 6.4L to be a more reliable engine than Ford’s previous 6.0 diesel engine. No engine, however, is perfect, and this is no exception. We’ll go through a few typical issues with the 6.4 Power Stroke as well as overall reliability in this article.
What is the life expectancy of a 6.4 diesel engine?
Mike McGlothlin wrote the story.
The 6.4L Power Stroke had a lot to live up to when it was debuted in 2007 (for Ford Super Duty models from the 2008 model year). After the 6.0L Power Stroke’s five-year production run revealed failure after failure, the Ford faithful, eager to usher in a new, hopefully more reliable power plant, jumped at the chance to get their hands on one. On paper, the 6.4L V8’s compound turbocharger arrangement, common-rail injection system, and 350hp and 650lb-ft of torque looked promising (with 550 to 600hp eventually being reached with just a programmer), but the honeymoon was short-lived.
The 6.4L Power Stroke is plagued by failed emissions control components, fuel system impurities and corrosion, leaking radiators and hoses, fractured turbo up-pipes, and significant oil dilution, all of which get worse with age. Between 150,000 and 200,000 kilometres, the engine experiences a catastrophic failure in the majority of cases. Because the repair costs for a 6.4L Power Stroke are so costly (sometimes double those of a 6.0L Power Stroke), many owners simply abandon the truck.
Continue reading for a closer look at the 6.4L’s most infamous failure spots and what to check for if you possess or plan to acquire one.
Is Ford’s 6.4 turbo diesel engine a good one?
One such engine is the 6.4L Power Stroke V-8 diesel, which was introduced for Super Duty trucks in 2008 as a replacement for the problem-prone 6.0L. Yes, it’s a better engine up front than its predecessor (and when modified properly, it can be a performance beast).
Is the 6.4 Powerstroke engine dependable?
A tuned 6.4L without head studs can often withstand 80,000 to 100,000 miles on a 300-plus horsepower file before lifting a head, depending on how it’s operated. Of course, the way you drive the truck has a direct impact on its longevity.
What are the most common 6.4 Powerstroke issues?
While the 6.4L Powerstroke has certain advantages over the 6.0, it is still a highly unreliable engine. There are a number of frequent 6.4L Powerstroke issues that truck owners face on a regular basis. Worse, like the 6.0L Powerstroke, repairing the 6.4L Powerstroke frequently necessitates elevating the cab to gain access to the engine. This raises the cost of any repair.
Because these 6.4L Powerstroke issues are so widespread, we’ve figured out a lot of the reasons and how to remedy them. A faulty manufacturing design and new emissions devices are blamed for the majority of 6.4L Powerstroke problems. The following is a list of the most common problems with the 6.4L Powerstroke Diesel engine seen in Ford Superduty trucks from 2008 to 2010.
Common 6.4L Powerstroke Problems
- Fuel economy is poor.
- Diesel Particulate Filter Clog (DPF)
- Engine Oil Cooler Clogged
- Failure of the EGR System
- Chafing of High-Pressure Fuel Pump Wires
- Fuel System Failure and Self-Destructive K16 Injection Pump
- Cavitation on the Front Cover
Now that you’ve learned about the most prevalent issues with these trucks, it’s time to go through each one in detail and figure out how to solve them. Simply click on one of the bulleted links to jump to a specific area. Simply scroll down if you’re not seeking for a specific problem. Let’s get started!
How far can a 6.4 Powerstroke engine go?
Even if you’re one of the world’s largest automakers, you can’t win them all. After a period of mediocre diesel pickups in the 2000s, all of which came after the venerable 7.3-liter Super Duty engine was dropped from the lineup, Ford knows this to be true. While the 6.0-liter Power Stroke is often chastised for its unreliability, Consumer Reports has named the 2008 6.4-liter as the pickup most likely to require a rebuild. Worse, it estimates that major repairs will take anywhere from 65,000 to 119,000 miles.
Which powerstroke should you avoid?
The 6.0L Powerstroke is a well-known engine. Because of the engine’s poor performance, Ford and Powerstroke’s parent company, Navistar, were involved in a lengthy court dispute. Ford said Navistar produced a faulty engine. Ford has ignored unsatisfactory test results for the 6.0L Powerstroke, which may have prevented post-production issues, according to evidence.
As the Powerstroke suffered catastrophic failures, expensive engine replacement warranty claims flooded in. The cab of the vehicle had to be removed for the majority of these repairs. Because to this engine, many owners have lost faith in the brand. A series of recalls affecting this notoriously problematic truck are listed by Consumer Reports.
Which company produces the most dependable diesel engine?
Among its sophisticated contemporaries, the 7.3L Powerstroke is recognised as the most reliable diesel engine after several decades. The joint venture between International Navistar (now Navistar International) and Ford produced this diesel engine.
The 7.3L Powerstroke diesel engine was designed specifically for Ford’s heavy-duty trucks. The diesel engine was built with HEUI technology, which eliminated the requirement for a dedicated injection pump.
Instead of using an injection pump, high-pressure engine oil was used to create hydraulic pressure in each injector, allowing low-pressure fuel to be injected with significant force. Because of the engine’s amazing features/specifications, the 7.3; Power Stroke was unique and strong enough to overcome loads.
- 7.3L displacement
- From 1994 to 2003,
- V8 configuration
- At 1,600 rpm, maximum torque is 525 lb/ft.
- At 2,800 rpm, the engine produces 275 horsepower.
- OHV with two valves per cylinder valvetrain
- 4.11 by 4.18 inch bore and stroke
- Dry weight: up to 920 pounds
- Price range: $10,000 and above
Why do 6.4 Powerstroke pistons crack?
The original compound turbochargers are out of steam well before the piezo injectors or high-pressure fuel pump have given their all, thanks to the tremendous performance potential of the Siemens common-rail injection system on the 6.4L. Though the OEM BorgWarner sequential turbo configuration has been shown to support 700rwhp on nitrous, it’s rare to see much more than 600rwhp through them on fuel alone. When attempting to push the stock chargers past 600rwhp, the drive pressure to boost ratio becomes uncontrollable, with excessive drive pressure frequently being related to fractured pistons.
Is the 6.4-liter Powerstroke superior than the 6.7-liter Powerstroke?
The 6.7L Power Stroke’s deep-skirt block, made of compacted graphite iron by Tupy, is lighter and quieter than the 6.4L’s cast-iron crankcase while being significantly stronger. Along with the aluminium cylinder heads (more on that later), the CGI block is a significant reason why the 6.7L is 160 pounds lighter than its predecessor. The crankshaft is secured by nodular iron six-bolt main caps instead of a bed plate. Ford’s Chihuahua, Mexico factory builds all 6.7L Power Stroke engines.