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). However, it, like the 6.0L, has a number of well-known (at this point) flaws that are costly to fix.
How many miles will a 6.4 Powerstroke last?
If you treat your truck well, you should be able to get over 200k miles out of it with proper maintenance and an acceptable right foot.
How reliable is a 6.4 Powerstroke?
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.
How reliable is the 2008 6.4 Powerstroke?
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 arrived 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.
This is a fiercely discussed topic among truck drivers and people who simply enjoy arguing on the internet. Unlike the 6.0-liter Fords, which have issues with the head gasket and the exhaust gas recirculation (EGR) cooler, many of the 6.4-liter’s flaws aren’t easily fixed. Fuel and water separators have failed, VGT turbos have failed, the diesel particulate filter (DPF) has clogged, and cylinder washing has occurred as a result of a problematic post-injection method that causes fuel to dilute the engine oil. As a result, unlike many other diesel-powered cars, these pickups aren’t expected to last as long.
Some owners try to solve these issues by replacing the compound turbo with a single turbocharger, which solves some but not all of the problems. Many people also remove the trucks’ emissions systems, such as the DPF and adjusting it to operate correctly, which has gotten them into a lot of legal difficulties.
Because the V8 is so tightly built into the engine bay, many repairs necessitate the removal of the truck’s cab as well.
The 6.4-liter Power Stroke’s performance ratings were astounding, with 350 horsepower and 650 pound-feet of torque out of the box. However, the Ford’s fuel efficiency was mediocre, and the Dodge’s inline-six Cummins was significantly superior in this regard.
This isn’t to argue that every 6.4-liter truck is a ticking time bomb. They do, however, request additional service to ensure that everything is in working order. Consumer Reports only mentions the 2008 Ford Super Duty, despite the fact that this engine was produced through the 2010 model year with minimal changes.
The Cummins-powered Dodge Rams and GM Duramax trucks are the most obvious choices for the 2008 Super Duty, according to Consumer Reports. They weren’t without problems, though, since all three of Detroit’s Big Three were experiencing growing pains as a result of the newly stricter emissions regulations at the time.
Is the Ford 6.4 diesel any good?
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 powerstroke to 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 could 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.
Is the 6.4 or 6.7 better?
The comparison of the 6.4L Power Stroke and the 6.7L Power Stroke may be the best approach to demonstrate polar contrasts within the same engine family. The Navistar-built 6.4L was a great foundation for increasing horsepower because to its high-volume Siemens common-rail fuel system and factory-installed compound turbocharger arrangement, but it shared much of its architecture with the 6.0L that came before it. Ford’s 6.7L Power Stroke, on the other hand, was a ground-up project from FoMoCo that essentially reinvented the wheel in light-duty diesel enginery. The all-new V8 was the first in the truck market to have a compacted graphite iron crankcase, reverse-flow cylinder heads, and water-to-air intercooling, and it outperformed GM and Dodge in terms of horsepower and torque.
The 6.4L Power Stroke was Ford’s third and final turbo-diesel engine produced by Navistar. With a 3.87-in bore and 4.13-in stroke, the cast-iron block produced 350 horsepower and 650 pound-feet of torque when it left the factory. Ford took complete control of the 6.7L Power Stroke, designing it entirely in-house. They increased the power to 390 horsepower and 735 pound-feet of torque by using a deep-skirt, compacted graphite iron block with a displacement of 406 cubic inches.
Both power plants have been out long enough to draw a number of conclusions, with the 6.4L having almost 12 years of seat time and the 6.7L having around nine years since its introduction. The 6.4L’s emissions system, fuel system, and general engine longevity leave something to be desired, and maintenance can be exceedingly costly. The 6.4L, on the other hand, is difficult to beat in performance applications where large horsepower is the name of the game. We’ve seen 700 rwhp squeezed out of OEM turbochargers with factory connecting rods capable of 900 rwhp. Turbo failure was widespread on 6.7L engines from 2011 to 2014, connecting rods are a known weak point (with 650 to 700rwhp being the commonly accepted limit), and emissions system-related troubles come and go. On the other hand, hard-part failures are uncommon on the 6.7L Power Stroke, and the engine appears to age better than the 6.4L.
Continue reading for an apples-to-apples comparison of the two most powerful Power Strokes to ever grace a Ford Super Duty.