6.4 UPDATE

mtofell1 wrote:

RAS43 wrote:

phillyg wrote:
Isn't the stretching stud problem limited to the 6.0 engines?

I am also scratching my head about this discussion. Seems like a lot of confusion between 6.0 and 6.4 issues. Even one responder mentioned the repairs to his 6.0 and the OP has a 6.4. :h

I think the 6.0 was brought up to show a pattern of problems with Ford diesels. It's seems pretty relevant to the thread.

Exactly right. I'm well aware of the differences between the 6.0 and 6.4. Fact is that they BOTH have much less than stellar reputations and are both well known for very expensive repairs. Anyone who thinks these engines are even in the same league as the other offerings of the day are truly kidding themselves. Yes one can have issues with any diesel but the issues with these engines are much more plentiful and common with these engines.

jerem0621 wrote:
Thanks for the update... I am curious as to why the HG failed. Something lifted the head off the block.

Thanks!

Jeremiah

I have no idea. I discussed this with the ford people and they didn't know either. They said it's not common on the 6.4, but it does happen.

I'll agree with most of what Grit Dog said.

The 7.3 was a fantastic engine and would go 400k easily. Then came the 6.0. It exists because the 7.3 could not meet EPA requirements. It was rushed and engineered poorly. The 6.4 was brought along to address the 6.0's weak points, it was a bandaid fix at best and Ford was already planning the 6.7 at this point.

Yes, the 6.4 has to be properly "modded" to really be reliable, although I have heard of several "bone stock" trucks going 2-300k.

I was faced with this dilemma last year. An injector stuck open, melted a piston and damaged a cylinder. I had to chose between a new truck or fixing the old one. Considering the price of a new truck, I chose to fix my truck. I spent about $16k and that is doing the work myself, but I have it built exactly how I want it.

OP will have this decision to make. Keep in mind, this can happen to ANY diesel.

Thanks for the update... I am curious as to why the HG failed. Something lifted the head off the block.

Thanks!

Jeremiah

RAS43 wrote:

phillyg wrote:
Isn't the stretching stud problem limited to the 6.0 engines?

I am also scratching my head about this discussion. Seems like a lot of confusion between 6.0 and 6.4 issues. Even one responder mentioned the repairs to his 6.0 and the OP has a 6.4. :h

I think the 6.0 was brought up to show a pattern of problems with Ford diesels. It's seems pretty relevant to the thread.

phillyg wrote:
Isn't the stretching stud problem limited to the 6.0 engines?

I am also scratching my head about this discussion. Seems like a lot of confusion between 6.0 and 6.4 issues. Even one responder mentioned the repairs to his 6.0 and the OP has a 6.4. :h

Isn't the stretching stud problem limited to the 6.0 engines?

Grit dog wrote:

Wizbangdoodle wrote:
Several pieces of good advice here. I would also suggest, while the cab is off, get studs and do both head gaskets.

I also agree with what was said above, any brand modern diesel is going to have problems. It is their battle with trying to meet government regulations. The 6.4 gets a pretty bad rap, but once they are modded, I'd put one up against any brand for longevity and durabilty. Good luck and safe travels.

"Once they are modded."
Keep defending fomoco Diesel engines. But show me any other high pressure diesel from the last 15 years that needs 5 grand in internal mods just to make it down the road in stock trim under 100kmi besides the 6.0 and 6.4?
Powderchokes blowing head gaskets has exactly zero to do with the epa unless you're blaming them for limiting what Ford was able to use for head bolts and gaskets.
The guy above I quoted is spot on, in that they're decent engines once fixed and the wrapper around them is good, so decision boils down to how much you want to spend on it.
I agree the 6.7s appear to be better engines and their fast as stink in stock trim, but it took them until last year to catch up to the other 2 with a real exhaust brake.

Anyway to the op, not enough informed buyers to get your money out of head studs if you're dumping it right away. Get it fixed and hang a for sale sign in the window on the trip home!
If you plan on keeping it, follow advice above and get some arp studs and do both sides. May as well do all the bullet proofing and get it over with if your keeping it.

Remember, 07.5 to '11 for Ferd and GM and up til '13 in Dodges are all sort of the bastard children of the diesel world unless you want to delete and spend some money.
Highest failure rate of emissions, poor fuel economy, etc due to the epa.
If you're selling, consider, pre 08 emissions or newer def trucks.

Who says they (at least the 6.4) need internal mods to make it past 100k. A little hyperbole maybe. I am pushing 200k on my 2008 with no internal mods.

MSGTRETIREDCSP wrote:

Cummins12V98 wrote:
While they have the cab off I would highly recommend replacing both head gaskets and studding them!

I'm not sure l'll be keeping the truck now. Will see how much extra for the other head gasket. What's studding?

You have been told what they are. As mentioned new head bolts will cost a certain amount so for resale value alone get the studs and do both gaskets. Mentioning new head gaskets and studs will get you more on a sale.

Wizbangdoodle wrote:
Several pieces of good advice here. I would also suggest, while the cab is off, get studs and do both head gaskets.

I also agree with what was said above, any brand modern diesel is going to have problems. It is their battle with trying to meet government regulations. The 6.4 gets a pretty bad rap, but once they are modded, I'd put one up against any brand for longevity and durabilty. Good luck and safe travels.

"Once they are modded."
Keep defending fomoco Diesel engines. But show me any other high pressure diesel from the last 15 years that needs 5 grand in internal mods just to make it down the road in stock trim under 100kmi besides the 6.0 and 6.4?
Powderchokes blowing head gaskets has exactly zero to do with the epa unless you're blaming them for limiting what Ford was able to use for head bolts and gaskets.
The guy above I quoted is spot on, in that they're decent engines once fixed and the wrapper around them is good, so decision boils down to how much you want to spend on it.
I agree the 6.7s appear to be better engines and their fast as stink in stock trim, but it took them until last year to catch up to the other 2 with a real exhaust brake.

Anyway to the op, not enough informed buyers to get your money out of head studs if you're dumping it right away. Get it fixed and hang a for sale sign in the window on the trip home!
If you plan on keeping it, follow advice above and get some arp studs and do both sides. May as well do all the bullet proofing and get it over with if your keeping it.

Remember, 07.5 to '11 for Ferd and GM and up til '13 in Dodges are all sort of the bastard children of the diesel world unless you want to delete and spend some money.
Highest failure rate of emissions, poor fuel economy, etc due to the epa.
If you're selling, consider, pre 08 emissions or newer def trucks.