Is the Ford 6.4 diesel a good engine?
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).
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.
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 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.
What diesel engine is in a 2009 Ford f350?
The 6.4 Powerstroke diesel engine produces a lot of power. The Ford F 350 Super Duty Crew Cab from 2009 is a workhorse. The 6.4 Powerstroke diesel engine is a superb performer with plenty of legroom and several really good choices. The adjustable foot pedals make driving a breeze.
Does a 2008 6.4 Powerstroke have def?
Another advantage of removing the DPF systems on more current Powerstrokes is that you no longer need to buy urea to fill the aux tank for the DEF system to run on.
Because the 6.4L does not employ a DEF system, there is no need to worry about it in the first place; once the DPF is removed from the exhaust and the tune is flashed, you are practically done.
Hopefully, you now have a decent understanding of what it takes to remove these systems from your truck, as well as a sense of which parts are best for the job.
As always, we’d love to hear from our readers if they have any questions or comments, so please leave them in the comments section below. Thank you for taking the time to read this!