6.4L Power Stroke Engine and DrivetrainDiscussion of the 6.4L Power Stroke diesel engine and drivetrain in the 2008 Super-Duty trucks. No gas engine discussion allowed except on transmissions and drivetrain that pertain to all models. Please confine discussion of topics in this forum to those items that are specific to the 6.4L Power Stroke engine.
CS, I'm not a service tech, but I can tell you I would not want to be the one under the hood of a 6.4 trying to repair/replace something. It's way too tight IMO. Some things might be easier to work on now, but I'll bet most tech's are cursing as the hood opens. As with every new model, it's a little early to tell if they got it right. I personally think the engine's not the worry, but more of the new emissions and this regen garbage that will cause most the problems.
I'll say one thing about them that i truely like & thats the ease of replacing the radiator. did my first one last week. looking at it made me think, what a nightmare this will be.
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What do you Techs out there think of the new 6.4 so far? What about ease of service issues compared to the 6.0? Thanks for your comments.
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It is not so much the ease of service we need to be concerned with. It is the proper assembly techniques, torquing of fasteners and knowing what components MUST be replaced because they are one-time use parts. Now when it comes to service issues, that is going to depend on that is going to present us with problems and pattern failures. At the moment, the only 6.4L work I have had has been the Calibration recalls, two check engine lights that were fixed with the new calibration and someones first oil change. I for one am waiting with trepidation as these trucks roll out and customers snatch them up. This engine needs to be the culmination of hard learned lessons of the past four years.
To be honest, after surviving the 6.0L, working on this engine does not scare me in the least. It may look scary but it's really just more of the same... let us hope we wont be getting into them all that much! This engine will separate the men from the boys.
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CS, I'm not a service tech, but I can tell you I would not want to be the one under the hood of a 6.4 trying to repair/replace something. It's way too tight IMO. Some things might be easier to work on now, but I'll bet most tech's are cursing as the hood opens. As with every new model, it's a little early to tell if they got it right. I personally think the engine's not the worry, but more of the new emissions and this regen garbage that will cause most the problems.
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If you're not a tech then why do you need to tell us how much it will suck to work on one? They are trained to work on them, just like techs on jet engines or computers. I guess we should get rid of jet airplanes and computers because you think they are too tough to work on too.
This is 2007, machines are complex, we need highly trained individuals to design and maintain them. Step back in time 100 years, think of the guy telling Henry Ford that that Model T is too complex and that he should give up on it. That carbuerator thing is just too complex. If everyone was scared of technology we'd all still be riding horses.
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If you're not a tech then why do you need to tell us how much it will suck to work on one? They are trained to work on them, just like techs on jet engines or computers. I guess we should get rid of jet airplanes and computers because you think they are too tough to work on too.
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Wow! Talk about jumping down a guy's throat! [img]/ubbthreads/images/graemlins/eek.gif[/img]
The fact is, a lot of these trucks garner miles pretty fast and will be out of warranty in no time. Myself, I can easily rack up 35K miles a year on my truck, which means it's past the 100K miles warranty in less that three years. Given that any repairs past that are "out of pocket," if I owned one I'd be very interested in knowing the ins & outs, PITA's, gotcha's etc. associated with servicing these vehicles.
I'm just wondering when we'll see the "cab hoists" in the aisle at Pep Boys right next to the engine hoists and engine stands!
Duncan
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The 1997 F250HD Crewcab: Picture
The 2000 XLT Excursion <font color="red">(SOLD)</font>: Picture
The 2003 F250 Crewcab 6.0L: Web page
The 6.0L Bible: Web page
The 6.4L Bible: Web page
I've had the "pleasure" of performing a few repairs to this engine so far.
I must say that the procedure for lifting the cab is pretty straightforward. Similar, but easier, than the 6.0. However, the locktite on the body bolts is a force to be reckoned with.
I don't like the fact that there is no way to operate the engine with the cab off. Doesn't sound like so much of an issue? Well, during an injector replacement, it is possible to operate the engine before it is all buttoned up to perform a high pressure fuel system test - verifies there are no leaks. Cab has to come off to get to the high pressure pump - and it then becomes invisible under turbos, etc. long before the engine can be operated. So no high pressure test after high pressure pump replacement.
As for injectors, EGR coolers, EGR valves, various sensors, and other whatnot on the engine - it is just a lot of nuts and bolts. It will take some time and a little reading before I can toss the tools required into my roll cart and not have to go back to the box for a forgotten tool...
Merely stating facts here - we've sold two units. One came back with 2 gallons of fuel in the oil. No injector leakage, it's getting a high pressure pump per Ford. The other came back after the "flamethrower" reflash with a software issue. A little fiddling in the computer took care of that one.
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The vehicles:
2000 Pontiac Sunfire (absolutely no extras)
1997 Ford Explod ..err.. Explorer (without the Firestone Rollover option)
1965 Ford Mustang (daily commuter until original owner's death)
1998 Trek 4300 (with upgraded brakes and Manitou Black fork)
The man:
Certified Trans Daddy
Master Certified Diesel *****
Linear Mode
