[CaptSkup]

I have been told that most of the cylinder gasket failures of the 6.0 can be attributed to the "rocker box" in the cylinder heads. The rocker box is basically a large aluminum washer that makes contact with the block, allowing the cylinder gasket to "work" between the head and block, causing the gasket to fail. I understand later 2007 6.0's came with a "commonization" head, basically the 6.4's head that did away with the aluminum rocker box. Thus the reason no 6.4s have had gasket issues even when modded to output levels of 500+hp. Curious if anyone owning a 6.0 have looked into swapping out troublesome 6.0 heads for 6.4 heads and do they fit the 6.0 block.

 

[Strokin' 6.0]

So, if I understand your post correctly, the 6.4 is just a punched out 6.0 with improvements? I thought it was a completely redesigned engine.

What you're asking about sounds like what one of the guys on the TDR did; he took a 3rd Gen HPCR head and put it on his 2nd Gen CTD. Even though both engines share the same block, there are some differences. He's had a few problems with everything mating up, and I know he's gone through a couple of HGs.

I know we're talking PSD and not CTD, but I'm curious now too, and if it were economically feasible to do this and eliminate all HG problems, I might even consider keeping my PSD.

 

[CaptSkup]

What I have read is that the only part that is the same between both engines is the camshaft. But.... I remember reading back before the 6.4 was introduced(Prior truck was a wonderful 2004 F-250 6.0PSD with zero issues) that there was talk here about the last 6.0s produced had this "commonization" cylinder. I have to wonder if it is indeed the same cylinder head as that fitted to my 6.4 that is proving to be extremely reliable with no history of the failed cylinder head to block sealing issues. I "think" that the 6.4 has the same number of fastners holding the cylinder heads in place as the 6.0 does, probably stretch to yield also. So different fastners is not the reason for the 6.4 improved sealing, I think it may be the deletion of this dissimiliar metal(aluminum/cast iron) in the 6.4s heads that solved the sealing issues. Interesting to see if part numbers of the last heads installed in the 6.0 line matches up with the new 6.4 heads. Be much cheaper and easier if it is possible to install these proven heads in your otherwise beloved 2003-2007 6.0 than trading it away on a new PSD or God forbid, on one of those clunky Dodges just to get the Cummins.

 

[Gofaster23]

It wont work. The 6.4L and 6.0 block are the same and a 6.4L head would fit on a 6.0 block but it won't work. The injector bores in the head, cups, glow plug connectors, valve covers, and the way the injectors are supplied power are different. It could be possible if the injection system was the same but they are two different animals.

 

[Strokin' 6.0]

Never said I was getting rid of my F350, but, unless I can find a way to get better MPGs (I get 11.2MPGs right now, driving conservatively) and make this truck reliable, I do plan to get rid of the engine, in favor of a CTD. IMO, it's the perfect combo. I'm pretty happy with the Torqshift, so I'll probably leave it in place, but if I could get my hands on an Allison 1000, then it would be the perfect truck, again IMO.