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.
Idk if anyone else has noticed that it appears that the timing gears on the 6.4 are on the flexplate end, as in the back of the motor too. I dont have a picture but a link and some directions to a picture. go to this link and at the top click on the POWER tab, then on the circle under the "T" in Super Duty on the hood. tell me what you see.
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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
yeah i wasnt a fan of it on the 6.0 either. oh well, i wish Navistar would've not done that.
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1992 Ford F250 7.3 IDI, 4x4, E4OD, 4.10 LS All Way Around, Ext. Cab, Long Bed, 192k Miles, Rebuild 8/06 @ 178k Miles
1994 Ford F350 replaced w/ 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, DRW, Sevice Bed, 480k Miles (engine), 430k Miles (truck) (no rebuild, one Injector Pump),
1989 Ford F250 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, Long Bed, 220k Miles
1985 Ford F250 6.9 IDI, 4x4, Man., 4.10 LS All Way Around, Reg. Cab, Long Bed, 440k Miles (no rebuild, one head gasket in lifetime, 3 Injector Pumps,a Million Clutches)
No question when looking at it, it gives you the cold shudders. Kind of like seeing the distributor jammed against the firewall on an old Chevy. You just know that's a bad idea. But to my knowledge, those parts are about the most bulletproof on the engine! On the 7.3L too! Has anyone ever had timing gear issues on a Powerstroke of any vintage? It's not like a stupid timing belt design where you have to go in there every 60K miles and replace the thing. That setup seems built for the life of the engine.
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 just cant get to it back there I guess, but your right its pretty close to bulletpoof, so i shouldnt have to i suppose. but like you said it just seems like a problem in waiting. But maybe not, hopefully itll be bulletproof on this engine too.
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1992 Ford F250 7.3 IDI, 4x4, E4OD, 4.10 LS All Way Around, Ext. Cab, Long Bed, 192k Miles, Rebuild 8/06 @ 178k Miles
1994 Ford F350 replaced w/ 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, DRW, Sevice Bed, 480k Miles (engine), 430k Miles (truck) (no rebuild, one Injector Pump),
1989 Ford F250 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, Long Bed, 220k Miles
1985 Ford F250 6.9 IDI, 4x4, Man., 4.10 LS All Way Around, Reg. Cab, Long Bed, 440k Miles (no rebuild, one head gasket in lifetime, 3 Injector Pumps,a Million Clutches)
i know that if i wanted to get to it i couldnt, not from the front atleast
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1992 Ford F250 7.3 IDI, 4x4, E4OD, 4.10 LS All Way Around, Ext. Cab, Long Bed, 192k Miles, Rebuild 8/06 @ 178k Miles
1994 Ford F350 replaced w/ 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, DRW, Sevice Bed, 480k Miles (engine), 430k Miles (truck) (no rebuild, one Injector Pump),
1989 Ford F250 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, Long Bed, 220k Miles
1985 Ford F250 6.9 IDI, 4x4, Man., 4.10 LS All Way Around, Reg. Cab, Long Bed, 440k Miles (no rebuild, one head gasket in lifetime, 3 Injector Pumps,a Million Clutches)
interesting, i figured it was to make a do it yourselfer go crazy.
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1992 Ford F250 7.3 IDI, 4x4, E4OD, 4.10 LS All Way Around, Ext. Cab, Long Bed, 192k Miles, Rebuild 8/06 @ 178k Miles
1994 Ford F350 replaced w/ 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, DRW, Sevice Bed, 480k Miles (engine), 430k Miles (truck) (no rebuild, one Injector Pump),
1989 Ford F250 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, Long Bed, 220k Miles
1985 Ford F250 6.9 IDI, 4x4, Man., 4.10 LS All Way Around, Reg. Cab, Long Bed, 440k Miles (no rebuild, one head gasket in lifetime, 3 Injector Pumps,a Million Clutches)
The crank winds up and unwinds to some degree on firing pulses due to the massive damping on flywheel end and the much reduced damping of this torsion on front end. If you move timing gears to flywheel end you get a much smoother and less mechanically stressful cam drivetrain that also reduces noises associated with the crank twisting.
Commercial diesels are going this was as they re-design them.
On diesels with gear to gear cam/accessory drivetrain, the need for service is nil. If the drive case is sealed well it would not be something to worry about.
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Don't tell my cattle I got leather seats!
2006 F450 CC Hauler bed 4x2 6.0 L Pstroke/Torqshift, Lariat, 4.88 r/a.
2006 F350 Lariat CC Dually 4X2, 6.0 TQShift 4.10 LS, STOCK.
36 feet on the floor Elite/Outlaw LQ horse trailer. Sooner 6 horse large dressing/ mid tack.
15 horses with good balance from being hauled behind a P'stroke.
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1992 Ford F250 7.3 IDI, 4x4, E4OD, 4.10 LS All Way Around, Ext. Cab, Long Bed, 192k Miles, Rebuild 8/06 @ 178k Miles
1994 Ford F350 replaced w/ 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, DRW, Sevice Bed, 480k Miles (engine), 430k Miles (truck) (no rebuild, one Injector Pump),
1989 Ford F250 7.3 IDI, 4x4, E4OD, 3.73, Reg. Cab, Long Bed, 220k Miles
1985 Ford F250 6.9 IDI, 4x4, Man., 4.10 LS All Way Around, Reg. Cab, Long Bed, 440k Miles (no rebuild, one head gasket in lifetime, 3 Injector Pumps,a Million Clutches)
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