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 is a 6.4 Powerstroke good for?
According to Consumer Reports, these trucks will only be able to drive between 65,000 and 119,000 miles before requiring extensive repairs. Even if you’re one of the world’s largest automakers, you can’t win them all.
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.
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.
What is Ford’s best diesel engine?
“The critical factors for any diesel engine surviving forever are robust, iron parts, conservative power, and low engine speedand if a 7.3L has been carefully maintained its whole life, 400,000 to 500,000 miles is nearly certain.”
Is the 6.4 Hemi a good engine?
Is the 392 HEMI dependable? The FCA 6.4 HEMI is a good, dependable engine in general. It isn’t the most reliable engine in the planet, but it is light years ahead of the worst. We rate the 392 HEMI as above average in terms of dependability. For than a decade, it’s been the engine of choice for many flagship Dodge, Jeep, Chrysler, and Ram cars. The 392 Apache HEMI engine is a dependable, fun-to-drive workhorse that has stood the test of time. While some of the typical issues listed can be rather costly, they only impact a tiny percentage of engines.
However, a large part of the 6.4 HEMI’s dependability and longevity is due to proper maintenance. It’s something we have some influence over. Make sure you’re using high-quality oils and replacing them on a regular basis. If and when issues arise, address them as soon as feasible. Most 392 HEMI engines will last well over 200,000 miles if they are properly maintained.
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.
Performance Monitors & Gauges
On my list of the best 6.4L Powerstroke performance enhancements, monitors are at the top. A monitor or gauge display in a truck can be beneficial to everyone. They provide you with real-time data and analytics on the performance of your truck. They also allow you to read DTCs, or diagnostic problem codes. The DTC will send you in the correct direction, making it very straightforward to diagnose many common problems.
However, some 6.4L Powerstroke issues, such as a clogged oil cooler, are difficult to diagnose. It’s possible that a DTC code will appear, but it’s also possible that it won’t. A clogged oil cooler is frequently the cause of a large temperature difference between the engine coolant and the oil temperature. You might readily discover this issue if the appropriate parameters were displayed.