While there, it reacts with the metal components of the injection system and forms rust, which can take out the injection pump, injectors or (in some extreme cases) the entire engine.
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While the use of piezoelectric fuel injectors used in the 6.4L can pull off five precise injection events per combustion cycle, their tight tolerances mean they don’t take kindly to contaminants.Ī neglected or clogged drain in the water separator (along the driver side frame rail) will eventually allow water to pass through and enter the fuel system. The horizontal EGR cooler is located above the driver side exhaust manifold. It’s most common for the horizontally mounted EGR cooler (shown on the bottom) to fail due to it being the first unit exposed to incoming exhaust gases. 2 EGR Coolers = 2 Failure PointsĮven 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.
This means the engine constantly sees 1,200 to 1,400-degree exhaust gas temperatures and extreme back pressure, which overtime takes its toll on everything from the engine oil to the turbochargers. Once plugged, the DPF will force the truck to remain in perpetual regen mode. Unfortunately, failure is inevitable with this component. Inevitable FailureĪs with any exhaust after treatment system behind a modern diesel engine, eventually the DPF will plug solid and need to be replaced. When this happens, the engine sees elevated exhaust gas temperature, higher idle rpm, a reduction in power, lower fuel economy and in some cases, smoke out the tailpipe. diesel is allowed to exit through the exhaust valves, route through the manifolds, turbochargers, and ultimately the exhaust system). To make this possible, fuel is injected on the engine’s exhaust stroke (i.e. Designed to collect soot from the engine’s exhaust, the DPF requires what is called a regeneration mode to take place in order to turn the collected soot into a fine ash - otherwise the DPF would fill up, rapidly.ĭuring the regeneration process (also known as regen or exhaust filter cleaning), fuel is used to effectively turn a portion of the after treatment system into an incinerator to burn off the accumulated particulates in the DPF. At the heart of several major failure points rests the exhaust after treatment system, specifically the diesel particulate filter (DPF). We would be remiss if we didn’t start off by saying the emissions control devices cause most of the 6.4L’s reliability and performance related problems. Sure, any of the following problems can be tackled with the cab still attached to the frame, but most techs opt to do the work cab-off.
And while we agree with Ford that pulling the cab allows a technician more working space and enough room to perform virtually any engine-related repair more efficiently, it does add four to eight hours worth of labor to the job (depending on the shop you use). It’s important to know that the ’08-’10 Super Duty’s were designed to have the cabs pulled to perform most major engine repairs. Read on for a closer look at the 6.4L’s most notorious failure points and what you should be on the lookout for if you own one or plan to buy one. 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. In most cases, the engine itself suffers some type of catastrophic failure between 150,000 to 200,000 miles.
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After a five-year production run of the 6.0L Power Stroke brought failure after failure to light, the Ford faithful-who were ready to usher in a new, hopefully more reliable power plant - leapt at the chance to get their hands on them. While the 6.4L V8’s compound turbocharger arrangement, common-rail injection system and 350hp and 650 lb-ft looked good on paper (and 550 to 600 horsepower eventually being achieved with just a programmer), the honeymoon was short-lived.įailed emissions control components, fuel system contaminants and corrosion, leaking radiators and hoses, cracked turbo up-pipes and severe oil dilution all plague the 6.4L Power Stroke-and the problems only get worse with age. When the 6.4L Power Stroke was introduced in 2007 (for ’08 model year Ford Super Duty’s), it had a lot to live up to.