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Discussion Starter #1
Hello Friends,

Look, on reading for years, it seems there is a VERY small number of total engine failures in the 6.4... I mean rare, maybe 1 in 200-300 or more.. But, it seems to fall hand in hand with injector issues.....

I hear of injectors over fueling and plugging up the DPF (again rare)
I also hear of injectors bleed down and expanding the oil with diesel solvents (again rare)....
And even oil expanded til it comes out of the dipstick tube...


Is this just poor maintenance? I mean there could be a few bad batches of injectors, but a little water in the fuel could blow the tip on the injector. And I cannot even imagine not checking the oil in so long that the diesel expanded the oil volume to overflow out the bloody dipstick???? Are these the contributing factors to the rare (but happens) 6.4 engine failures??????? Just poor fuel and poor maintenance?

I check my oil now and then just for fun... I like to even pre-filter my diesel, and since these engines are a bit fussy, I am thinking of a 240 litre bed tank and auto shut off bowser... I will fill it, and pre-filter with a water separator, out of that tank into the F-450 KR, instead of out of the Station Pump...

Am I on to something here, or am I just imagining a connection... What do you Techies think... :dunno:

Poor fuel, lack of maintenance, injector problems would sure explain a lot of premature engine failures....:nod::thumb:

Tell me, IT IS OK TO SHOOT ME DOWN...
lone Ranger in Oz... Old School Diesel Nut and Ford Fan....:thumb:
 

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the only engines <6.4l> ive seen blow are from the radiator popping at the seem then over heating and the owner not paying attention, then having the oil filter stand pipe turn to liquid and plug every oil galley.
 

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When the oil level rises, from fuel in the oil, it will force oil into the charge air cooler. When enough oil builds up there, it will ingest into the motor and cause things to melt.
 

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I hear of injectors over fueling and plugging up the DPF (again rare)
I also hear of injectors bleed down and expanding the oil with diesel solvents (again rare)....
And even oil expanded til it comes out of the dipstick tube...


Is this just poor maintenance? I mean there could be a few bad batches of injectors, but a little water in the fuel could blow the tip on the injector. And I cannot even imagine not checking the oil in so long that the diesel expanded the oil volume to overflow out the bloody dipstick???? Are these the contributing factors to the rare (but happens) 6.4 engine failures??????? Just poor fuel and poor maintenance?

Not shooting you down, just stating some facts.

As of late: Injector failures ruining DPFs are becoming commonplace, as well as fuel in the crankcase. I have never seen oil coming out of a dipstick, however I have seen the oil level rise to the point where the oil leaks out of the O-ring around the dipstick seal in the block.

And it doesn't take long. My own personal truck will gain about a quart in the crankcase after 3000mi/5000km of driving.
 

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I like the idea of prefiltering your fuel in an aux tank, then pumping it to your main tank. Ive been to some pretty shady fuel stations out in the think of it and who knows what kind of maintenance/filtering laws there are that stations just dont do...

There was one fuel station in my hometown that had to stop selling fuel until they replaced their underground tank and pumping systems because every drop of diesel that came out of the nozzle was contaminated.
 

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Discussion Starter #7
As of late: Injector failures ruining DPFs are becoming commonplace, as well as fuel in the crankcase. .
Hello Hillbilly,

Is that from the early 6.4's that had a few problems, say the 07-08s???? Or are you saying the later edition ones have injector problems 09 and MY10?
What are you seeing in the Shop?

I would not be happy seeing my oil grow a quart in between oil changes... Should you be changing out injectors on your own...???

Regards from another little outpost... Australia:icon_ford:
 

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Discussion Starter #9
I guess with that big of an oil sump, like a Big Rig, a quart dilution is not that big of a deal...

I am actually greatly heartened by all of the good reports on this engine... :woot:And I really like the Dually look of this last model.

The glued on sliced doughnut fenders of the 6.7 Dually are going to REALLY take some getting used to.:hehe:

I may just stick with this last of the good ole F-450 heavy running gear, old 6.4 motor, until the 6.7 has been run into the ground good and hard...:thumb:
Somehow the new 6.7 engine being built in Mexico with all of their social problems is not encouraging...

I am starting to like the 6.4 more and more, and I won't even hear mine run for another four weeks...... :doh: This DPF plugging issue is a worry though, I have ask the Dealer/Importer if they will allow a Spartan tune/DPF and maybe EGR Delete as that seems to be most of the issue on that particular one.

Any other engine failure experience with Techies? Since this F-450 is the last of the big running gear in a King Ranch, and I don't like the 6.7 look necessarily, I am thinking of digging in for the long haul with this motor.... At least until the Mexican 6.7 track record stabilizes... if it does...
 

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Blown 6.4 at 7000 miles

Personal anecdote from a non-techie.... Towing a 9000# horse trailer on a 900 mi. trip in my 2008 250 6.4 with only 7000 miles......no problems for 800 miles.... cel came on steady...still running flawlessly... then wouldn't restart at a fuel stop. My code reader (Superchips Cortex programmer...running stock program at the time, BTW) said crankshaft sensor failure. Got it towed. This is what I was told happened... They said the camshaft gear is permanently affixed to the camshaft by a heat fusion process. Mine supposedly failed, throwing everything off and chewing up the engine. They talked about repair, but ended up replacing the engine. The total bill was $14000. No cost to me. Comments?
 

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They said the camshaft gear is permanently affixed to the camshaft by a heat fusion process.
I had the same problem; But mine threw the Johnson rod through the Flux Capacitor, and burnt up the particle acceleration module during hyper drive engagement. It was a horrible mess
 

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A keyway machined into the camshaft, cam gear, some sleeve locker?, a grade 10 bolt, threads cut into the camshaft end. I just solved the issue! thanks for the inspiration, lol
 

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I had the same problem; But mine threw the Johnson rod through the Flux Capacitor, and burnt up the particle acceleration module during hyper drive engagement. It was a horrible mess
:hehe::hehe::hehe::hehe::hehe:
 

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I have seen anything from 1-2qt between oil changes to up to 17 EXTRA quarts in the crankcase.

Early build 08 trucks were the worst for injectors.

I have done a lot of particulate filters as of late.

As of late = lately :)
 

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Discussion Starter #17
Mine coming, converted to Right Hand Drive is an 03/09 build....

Are the injectors only a problem in the 08's and earlier? The later build ones just better?

And Hillbilly, or others: You say you are seeing more DPF problems coming in, I assume that is the early injector problems as well? How much are the injectors? Is this just an upgrade some should do if they start seeing more expansion of the oil in the earlier units?

Technicians here in Australia seem to think, just like the 6.0, earlier years are the ones that had the problems and later years since 09 in the 6.4 for instance, they think the problems were sorted out. Is that the experience and it is mostly just injectors?

Techie in Training in Oz... :woot::hehe::thumb:
 

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Most of the particulate filters I have been changing have been cracked -- I've only changed one that's been plugged so bad the truck wouldn't drive.

Actually, the first one I changed was throwing codes for particulate filter soot accumulation, but didn't seem to have a significant lack of power, aside from the fact that the PCM had put the truck in limited power strategy.
 

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29000 miles on my 08. I tow cars all day long and i have to admit i beat the **** out of this truck sometimes going to car accidents. So far not a single problem. I change the oil every 2 months. But lately, ever since it got real cold here in Chicago, the DPF cleaning process has been more frequent and the motor has been increasing in noise even when the cleaning process is not activated. hmmmm...
Now my cousins 08, hes had his at the dealership 4 times this year replacing injectors and such. all before 50K
And this guy that has the same year truck has been in and out of the dealer all year with this. Can i just be a lucky one?
Im only 21 but i have driven 2 7.3s, 6.0s, and now this 6.4. LOVED the 7.3. So far so good with my 6.4..
 

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I'm not a tech but, I picked up my 08 truck used it had 30,000 mikes on it. It now has 65,000 0n it. It was the first 08 that the dealer recived, and it was bought by a employee. Had to have the high pressure turbo replaced at 62,000 miles. The sirvice manager said he has had to replace a few. Other then that it has ran great. and ran good with the bad turbo. The person at the service counter said they had to replace 5 injectors on a 09 with lessthen 5,000 miles on it. So its not just 08s. I have been using Opti-lube fuel treatment for 18,000 miles, it makes the run so much better, as in quieter, smoother and I picked up 1 mpg. 1/4 oz. per gal.
 
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