2010 6.4L diesel Q's

[orangefox]

Does anyone on here own one or work on them? Thinking about trading in my 6.0 to upgrade to a dually with the 6.4, any major problems or concerns you have heard about?

[iamtheshaner]

A few injector failures(that can but rarely result in total engine failure), snow packing of the air filter in extremely snowy/windy conditions even after the snow cover (this may have been rectified in 2010 MY but I am not 100% sure, improper maintenance of fuel system causing high pressure pump failures.... Good news is the piezo injectors are not damaged by gelled fuel like the 6.0 injectors.

Thats about it. To put it this way - it is better than the 6.0 in every regard. Most people bitched about fuel economy but with a mandatory DPF that is cleaned with diesel, a more powerful motor and a heavier truck that scoots like a car - fuel economy will likely suffer. I have investigated dozens of fuel economy complaints of 8mpg or less and I have yet to find a truck that gets less than 11. The truck that got 11 was a F450 with 4.88 gears and 6000lbs of payload.

[Got Diesel?]

^^^^ He would know....

Hands down compared to the 6.0.....the 6.4 is 10 times better.....

I have heard some oil/fuel dilution issues (fuel in oil causing a dipstick that reads high), can you confirm or deny?


But in all fairness, go to the Cummins or Duramax forums, they are all having injector, DPF, and milage concerns






BTW (Shane, ear muffs!!) Spartan tunner, with a DPF delete kit and these motors are animals, good fuel mileage and zero regen issues (see below)

http://www.youtube.com/user/RudysPerformance#p/u/41/HXoukHC-2lU

I'm personally waiting for the 6.7 to play out. If they prove themselves to be a solid combo, one will be in my garage, if not, the new platform will hopefully drive the price down on the 6.4 trucks.

[LongAndLow]

dads got 30k on his without an issue. drivetrain is warrantied til 100k i believe.

[iamtheshaner]

^^^^ He would know....

Hands down compared to the 6.0.....the 6.4 is 10 times better.....

I have heard some oil/fuel dilution issues (fuel in oil causing a dipstick that reads high), can you confirm or deny?


But in all fairness, go to the Cummins or Duramax forums, they are all having injector, DPF, and milage concerns






BTW (Shane, ear muffs!!) Spartan tunner, with a DPF delete kit and these motors are animals, good fuel mileage and zero regen issues (see below)

http://www.youtube.com/user/RudysPerformance#p/u/41/HXoukHC-2lU

I'm personally waiting for the 6.7 to play out. If they prove themselves to be a solid combo, one will be in my garage, if not, the new platform will hopefully drive the price down on the 6.4 trucks.

The fuel dilution issues that resulted in any component failures were typically due to crap fuel quality or injectors that would leak from the weep hole and overfill the crankcase. Because the fuel used to clean the DPF was injected on the exhaust stroke, you had a normal amount of fuel dilution from washdown and almost all of these trucks would "grow" oil between intervals.

I have played around with a few units with DPF deletes and it is a completely different truck. The F450 with the delete and now chip barked all four in the back on the 1-2 shift

Personally, if I owned one - I would delete the DPF and get a tune. I just can't recommend anyone do it. Ford will push back on any warrany item that can in any way be attributed modifications and when it comes to a programmer that pretty much means everything. Consequences, right?

We just got our truck about 30 minutes ago. F250 Super Cab. Production # 13 It is quiet and the motor is crammed in there pretty good. Overall, a very nice truck eventhough the one we got is FILTHY and has little things like doors that need to be slammed, roof damage and about 4K miles. Comes with the territory of a pre-production model. There are soft, textured leather seat inserts, the nav system is the new generation with all the goodies and 3D view, backup camera, fully computerized and graphical message center (that looks amazing).....It's a nice freakin truck.

The fuel door is huge though gotta have room for the urea filler.

I will beat on it tomorrow and report back for those interested. Too bad I don't have something I can pull around. Either way, she's getting beat like it owes me money!

[Got Diesel?]

Run an oasis on that thing and see if they have any HP number on that motor yet...


Yes, at least keep me in the loop on the pre-prod. truck....

[Chrm97PI]

wait for the new 2011 6.7L diesel, imo stick with your 6.0 and dont get a 6.4, there is a reason that engine was only around for 3 years.....

[iamtheshaner]

wait for the new 2011 6.7L diesel, imo stick with your 6.0 and dont get a 6.4, there is a reason that engine was only around for 3 years.....

And that reason has little to do with the reliability/performance/characteristics/chassis platform of the 6.4


Its an international and from what I've seen Navistar hasn't made a good light duty powertrain since the 7.3 other than the 6 cylinder in the LCF's

Sure he's better off waiting for a new motor especially if he is bent on a Ford..... but the 6.4 is a pretty damn good motor (especially in comparision to it's counterparts). Sticking with a 6.0 for any duration of time without a kush service contract or a gnarley technical resource is some of the worst advice you can give to a truck owner.

Bottom line - late build 6.4's are just fine and if you are really that concerned and set on buying a blue oval wait until there are some 6.7s on the road and go from there.

[Got Diesel?]

wait for the new 2011 6.7L diesel, imo stick with your 6.0 and dont get a 6.4, there is a reason that engine was only around for 3 years.....

Riiight.....

Tier 4 emission standards for the 2011 model year....and the inability (or the politics between Ford and international) of the 6.4 to meet them.

Anyone that recommends a 6.0, has no idea what they are talking about. Been there, done that!!

[Chrm97PI]

good thing you guys work on the 6.4 and see their problems daily!!!

[Chrm97PI]

lets see, injetors, radiators, turbos, egr coolers and headgaskets all by 30k...(yea average repair bill to ford when one of these things comes in is well over 2k)... thats a great place to start. oh and about 15% of the time when the coolers go out they take out the motors as well..... yea, real great motor.. if your talking about power and performance sure it has more than the 6.0 but they are just as big of a headache as the 6.0 and 4 times harder to work on. thats why i say wait till the new motor comes out. the new 6.7 will have more power, weighless, have 6 headbolts per cylinder.. better fuel economy, quieter, no egr problems due to the new location of the valve

[iamtheshaner]

I agree the 6.4 is inferior to the 6.7 in every way (given the 6.7 is as reliable as it seems). Sure, you work at AVF and get more exposure to their problems than I do, especially the past year.... but c'mon. The potential for total engine failure as a result of EGR cooler failure is gonna be there on any motor that utilizes it. Plus, I could show you gobs of data showing more coolers fail after being removed which means people aren't cramping them down properly.

There is absolutely no reason to say that the 6.4 is just as bad part-failure wise as the 6.0. Sure its more complex and removing the cab can be a pain in the ass. But suggesting headgasket, injector and turbo failures are comparable to 6.0s or common before the 30K mark is an exaggeration to say the least.

I forgot about the radiator leaks though..... Are you still seeing them on the 2010's>

[Racin Repair]

My 06 6.0 has been a great motor. Most injectors have been done, egr cooler and a turbo housing due to sticking vanes, this started at about 70k, I now have 90k all under factory warranty. Im very pleased with the power and performance, just dont the mpg.

[fordgirl77]

My 06 6.0 has been a great motor. Most injectors have been done, egr cooler and a turbo housing due to sticking vanes, this started at about 70k, I now have 90k all under factory warranty. Im very pleased with the power and performance, just dont the mpg.

My bf has an '06 6.0 as well and it has been a great truck. It gets near 20mpg highway and drops to 15-16 when driving around town or towing light loads. With a 30' gooseneck loaded with 12,000 lbs of scrap, it got 13mpg. Good acceleration and performance.. the guy from Boyer said it was the quickest 6.0 he'd ever driven.

The only things done to it were plugs in the oil lines and a new FICM a few weeks ago. It started taking longer and longer for the engine to start when warm, and he didn't get it to the dealer to get checked out until 102k. Even though the warranty was up, Ford still partially covered the repair cost then Boyer covered a portion of the bill for some reason. Final bill was less than half of what it should've been.

My bf's waiting for the 6.7 to come out and wants to trade his 6.0 in on a 6.7 diesel as long as they prove to be reliable.

[Sweet35th]

There is absolutely no reason to say that the 6.4 is just as bad part-failure wise as the 6.0. Sure its more complex and removing the cab can be a pain in the ass. But suggesting headgasket, injector and turbo failures are comparable to 6.0s or common before the 30K mark is an exaggeration to say the least.

I forgot about the radiator leaks though..... Are you still seeing them on the 2010's>

I assure you, that we see more diesels than any shop in the twin cities. And the problems with 6.4Ls are very few and far between. I would say the most common issues now are EGTs and EGRTs. And failing belt tensioners.

Very few head gasket failures. Have seen a few high pressure pump/regulator failures and chaffed cover gaskets..

Even the radiator issues are very few and far between now. Heck I don't think I have done a radiator on one for at least 3 months..

How quickly people forget (or perhaps they were not around) how much of a problem child the 7.3L powerstroke was when it came out. Failed injector o-rings left and right, until they came out with the updated o-rings which wasn't for a few years.. Scored injector tips with the slightest amount of contamination in the fuel. That was a problem until the tungsten tipped injectors. Having to keep a 10mm wrench and a cam sensor in your glove box at all times.. Getting towed in, because the high pressure pump had damn near ever plug back off and spew 10qts of oil onto the ground in a matter of minutes. Turbo bolts falling out. Turbo feed pipes constantly leaking..