Co-worker with 6.4 Ford Power Stroke problems.

[wmonroe]

With so many horror stories including mine with diesels I wonder why any of us even buy them any more.

The Internet is good for horror stories on anything if you look. I bought one because it gets significantly better mileage than a gas engine in the same truck, performs much better, all the initial investment I put into the diesel engine and more will be recouped when I sell it, and the main reason....it's what I want. The engine and truck have been dead reliable, other than oil changes I've put a set of brakes on the front. The only non maintenance Item is I replaced the front axle universals, about $90 for the two joints. I'm not trying to sway anyone's opinion, this is just why I drive a diesel truck.

 

[jrclark]

Yes, that's true, I think most common rails run in the 26,000 psi or more range. The only way a filter would handle that would be if its on the return line to the fuel tank.

That's rail pressure, filters sit before the HPFP. I had an '05 Cummins and put supplemental 2 micron filtration after the factory water separator. Also changed the factory filter in the separator to a 5 micron Baldwin. The biggest reason for tossing injectors on those common rail Cummins was blatantly crappy filtration.

 

[Scott65]

At full throttle it creates around 24k psi. No filtration other than inlet screens on the injectors at this stage. The pump and all injectors have return lines to dump excess fuel that wasn't injected. It tee's back into the low pressure system, which is how it gets back into the filters. There are 2 filters in the system, one inside the fuel conditioning module (transfer pump) on the frame underneath, one on top of the motor. The lower filter has the water separator integrated. The pump builds around 70 psi to the high pressure pump. It can process the excess fuel either back to the motor or back to the tank, depending on demand. The high pressure pump is a gear driven pump with the regulator mounted on-board. Twin pistons. Once it starts to go, theres no signs or symptoms to shut it down till its already pump metal through the entire system typically.

I replace these pumps fairly frequently, not necessarily due to bad fuel. But I'm not a dealership... Nothing uncommon about this story. What seems uncommon to me is the frequency of this truck being in the shop. At some point throughout all of this, has this pump not already been replaced? Is there no warranty? Even if not factory warranty, how about all of the other work such as the new motor. Granted, a new short block doesn't mean a new pump was installed by any means, but I don't believe the reasons for the other trips to the shop were specified

 

[dodge man]

Scott65, the reason the truck has gone to shop so many times is its running poor, its either in a limp mode of feels like its in the limp mode. They have a warranty but its aftermarket.

I will try and summarize some of the trips and what was fixed.

1. One or more injectors replaced.
2. Same as number 1
3. I think this is where the short block was installed. I don't know what else was replaced. I think badly burned piston or pistons was the reason for a short block.
4. New turbo was installed.
5. Cracked piston and valve train damage. Dropped a valve and bent pushrods cracked a piston?
6. Metal found in fuel filters. Nothing more done than new filters

7. Truck for sale.

I'm getting this info 3rd hand but I think its close. All this work performed at a Ford dealership but a diesel mechanic.

 

[dodge man]

Well last week I actually saw the truck with my own eyes. Its her husbands truck but she drove it to work today. It white, extended cab (the rear doors are the suicide style), long bed, leather interior. I can see why they bought it, its a really nice truck, super clean, not a scratch on it that I could see. I took a look under the hood, its not hard to see why the cab has to come off to do any major work, not a lot of room.

 

[Scott65]

Its unfortunate they are having so many problems then. The limp mode could possibly be exhaust temp sensors. They go bad ALOT. While incredibly inconvenient, its a very simple fix. Cracked pistons are common, usually higher mileage. Normally attributed to the high temps produced during regen. Cracked/stuck injectors can be an issue on any of todays diesels. Especially if they do actually get "bad fuel", or if the filters are neglected. If you don't look close, you don't even see the holes in the nozzles of the injectors where the fuel comes out. If a grain of dirt gets into them, at 20k+ psi, its going to go through, no matter what. Not to mention what it does to the internals. The new piezo-electric injectors of todays diesels are capable of controlling up to 8 injections per stroke, even at these pressures. So you can imagine they are machined to very tight, precise tolerances. Although, manufacturers only utilize 3 of these injections. Maintenance is more critical than ever.

I wonder if they bought the truck used. Do they, or possibly a previous owner, take care of the truck? And has it been driven hard or abused? Cracked pistons and shredded pump could be signs of neglect also. And I believe you mentioned turbo(s). These have 2. Something is amiss here it seems. Too many failures for one vehicle just by chance. If its been well taken care of, don't stand by them in a lightning storm because they just have horrible luck.

Hope all turns out well. They become a nasty money pit very quickly. Hopefully it wasn't self-inflicted

 

[dodge man]

They bought it used.

 

[dodge man]

An update, they bailed on the truck a few weeks ago and bought a half ton, extended cab GMC. The truck seemed to running OK but was going through a regen cycle to often, as in every 100 miles or so. They probably lost a little bit on the trade but if they hadn't bought a warranty when the got the Ford diesel, they would have really sucked wind.

 

[Scott65]

An update, they bailed on the truck a few weeks ago and bought a half ton, extended cab GMC. The truck seemed to running OK but was going through a regen cycle to often, as in every 100 miles or so. They probably lost a little bit on the trade but if they hadn't bought a warranty when the got the Ford diesel, they would have really sucked wind.

It sucks they may have lost a little on trade but at least they got out while they could. That's good to hear. The frequent regen is possibly the dpf clogging up. Many don't realize that although they regenerate to burn out the soot they collect, some ash is left behind. These filters have a life expectancy, they are a maintenance item and will have to be removed for cleaning or replacement at some point in their lifetime. And replacement isn't cheap.

But the alternative isn't either. Driving with one clogged up will destroy all sorts of things. I just acquired one of these trucks myself from a guy that drove it too long while regening every 100 miles or so. I did a complete rebuild. Had to sleeve one cylinder, all new pistons, bearings, etc. Had it been a customer expecting warranty, it would have required 2 turbos as well. It's my understanding that at a dealership this would cost somewhere around $18k. Even at an independent like myself it wouldn't be but a couple grand under. Everything on them is made of gold apparently.

Glad to hear they have something they can hopefully spend more time driving instead of having worked on

 

[HHR]

Our neighbor's 6.4L with 113K on it kept going into limp mode. They put $12K in engine parts and turbos only to find that the DPF was plugged and was the cause of all their problems.