The 6.4L Power Stroke, introduced in 2007 for the 2008 model year Ford Super Duty's, had a lot of work ahead. The 6.0L Power Stroke's five-year production run brought failure after failure to the surface. Ford loyalists, eager to welcome a new power plant, jumped at the opportunity to purchase them. The 6.4L V8's combination turbocharger arrangement, common rail injection system and 350hp & 650 lb-ft seemed promising on paper. However, the honeymoon was short-lived.
The 6.4L Power Stroke is plagued by failing emissions control components, fuel system contaminants, corrosion, leaking hoses and hoses as well as cracked turbo-up-pipes and severe oil dilution. Most cases of engine failure occur between 150,000 and 200,000 miles. And because the repair costs on a 6.4L are so high (often double what they would be on a 6.0L Power Stroke), many owners simply walk away from the truck.
Continue reading to learn more about the 6.4L's most infamous failure points, and what you should look out for if buying one.
Recommendation: Add a top
It is important to remember that most major engine repairs were performed in the cabs of the Super Duty's 2008-2010. We agree with Ford that pulling a cab gives technicians more work space and allows them to do most engine-related repairs more efficiently. However, depending on where you shop it can add up to four to eight hours of labor.
You can solve any of these problems with the cab attached to the frame. However, most techs prefer to remove the cab from the frame.
Diesel Particulate Filter (DPF)
It would be negligent if we didn’t mention that the main problem with the 6.4L’s reliability and performance is caused by the emissions control devices. The exhaust aftertreatment system, specifically the diesel particle filter (DPF), is at the root of many major failure points. The DPF is designed to collect soot from an engine's exhaust. It requires what is known as a regeneration mode in order for the soot to be turned into fine ash. Otherwise, the DPF could fill up quickly.
The regeneration process, also known as regen (or exhaust filter cleaning), uses fuel to convert a portion the after-treatment system into an incinerator that burns off particulates from the DPF. This is achieved by injecting fuel on the engine's exhaust stroke. Diesel is allowed to exit the engine's exhaust valves and then through the turbochargers, manifolds, and finally the exhaust system. This causes the engine to experience a higher exhaust gas temperature, lower idle rpm and, in some cases, smoke from the tailpipe.
Inevitable Failure
Like any other exhaust after-treatment system for modern diesel engines, the DPF eventually will become solid and must be replaced. This component is susceptible to failure.
Once the DPF is plugged, it will keep the truck in perpetual regen mode. The engine is subject to extreme back pressure and exhaust gases temperatures of 1,200-1,400 degrees. This causes damage to everything, from the turbochargers to the engine oil.
2 EGR Coolers = 2 Failure points
Even though the 6.4L makes use of two EGR coolers (as opposed to one, highly-prone-to-failure unit found on the 6.0L), they still plug up and/or crack.
The horizontally mounted EGR cooling unit (shown at the bottom) is most likely to fail because it is the first to be exposed to the exhaust gases. The horizontal EGR cooler can be found above the driver's side exhaust manifold.
Rust = Water + Metal
The 6.4L's use of five precise fuel injections per combustion cycle can be achieved by the piezoelectric fuel injectors. However, they are very sensitive to contaminants because of their tight tolerances.
If the drain is blocked or neglected along the driver's side frame rail, water will eventually get through the separator and into the fuel system. It reacts with metal components in the injection system and forms corrosion. This can lead to the destruction of injectors, injection pumps, or even the engine.
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