ford 6.4

[bm3]

Huh ? try 2,300 bucks plus 250 towing , yep twenty three hundred bucks , 128,000 miles. Dealer said They blow head gaskets often but I was lucky , y
ep i'm lucky , lol
kit-300
gasket intake-27.24
cleaner-oxid-26.50
cooler egr-565.10
core return-75.00 total parts 1025
labor =parts 2,312.00

 

[Lt CHEG]

I just traded away my 2010 F250 with the 6.4 Powerstroke. I really didn't have it long enough, nor put enough miles on it to give it the best shakedown. However, I will never own another diesel truck that is equipped with a DPF but not with a DEF injection system. The fuel economy on the 6.4 is pitiful. And despite what you hear about people having problems with the 6.4 the biggest complaint on all the websites is the horrible fuel economy. It really is that bad. The 6.4 is not alone in that regard though as the 2007-2010 DMaxes and Cummins aren't appreciably better. The engine was a powershouse too. I really liked the performance of the engine.

As for my opinion, if I already had a 6.0 Powerstroke, I would not trade it for a 6.4. I would consider a 6.7 Powerestroke in the 2011 and newer trucks but I'm not huge on that engine either. If I was going to spend some money on the truck I would pay to have the EGR system removed. Bulletproof diesel actually sells EGR delete kits where you can put a block-off plate in place, remove the accompanying junk etc. You then simply buy a tuner that allows you to turn off the EGR and be done. If you are going to go more than stock horsepower you might as well have them put ARP head studs in too. The people that are running 6.0's with EGR delete kits, ARP head studs and minimal power boost seem to like them. The fuel economy is good, like in the 20's with 3.55 gears, and the engine has way more power than the 7.3 and just doesn't work as hard. You still have a strong transmission too. The turbocharger design for the 6.4 doesn't lend itself as well for a complete EGR delete so you don't see nearly as many 6.4 EGR deletes as you do with the 6.0's. The secret to having a good, efficient, reliable diesel is to remove the emissions garbage. The 6.0 Powerstrokes, the LBZ DMaxes and the 24 valve Cummins seem to be the last of the diesels that are easy to get rid of the emissions garbage on.

 

[Lt CHEG]

I just traded away my 2010 F250 with the 6.4 Powerstroke. I really didn't have it long enough, nor put enough miles on it to give it the best shakedown. However, I will never own another diesel truck that is equipped with a DPF but not with a DEF injection system. The fuel economy on the 6.4 is pitiful. And despite what you hear about people having problems with the 6.4 the biggest complaint on all the websites is the horrible fuel economy. It really is that bad. The 6.4 is not alone in that regard though as the 2007-2010 DMaxes and Cummins aren't appreciably better. The engine was a powershouse too. I really liked the performance of the engine.

As for my opinion, if I already had a 6.0 Powerstroke, I would not trade it for a 6.4. I would consider a 6.7 Powerestroke in the 2011 and newer trucks but I'm not huge on that engine either. If I was going to spend some money on the truck I would pay to have the EGR system removed. Bulletproof diesel actually sells EGR delete kits where you can put a block-off plate in place, remove the accompanying junk etc. You then simply buy a tuner that allows you to turn off the EGR and be done. If you are going to go more than stock horsepower you might as well have them put ARP head studs in too. The people that are running 6.0's with EGR delete kits, ARP head studs and minimal power boost seem to like them. The fuel economy is good, like in the 20's with 3.55 gears, and the engine has way more power than the 7.3 and just doesn't work as hard. You still have a strong transmission too. The turbocharger design for the 6.4 doesn't lend itself as well for a complete EGR delete so you don't see nearly as many 6.4 EGR deletes as you do with the 6.0's. The secret to having a good, efficient, reliable diesel is to remove the emissions garbage. The 6.0 Powerstrokes, the LBZ DMaxes and the 24 valve Cummins seem to be the last of the diesels that are easy to get rid of the emissions garbage on.

 

[Diamondpilot]

Huh ? try 2,300 bucks plus 250 towing , yep twenty three hundred bucks , 128,000 miles. Dealer said They blow head gaskets often but I was lucky , y
ep i'm lucky , lol
kit-300
gasket intake-27.24
cleaner-oxid-26.50
cooler egr-565.10
core return-75.00 total parts 1025
labor =parts 2,312.00

Ok, you got the cooler replaced also. It still seems high but you have said you have your hands tied with who will work on them.

I know my buddies got fixed for under $400 but that was two years ago and a week later he sunk it in the lake pulling a boat out. Got the truck hopping, snapped the rear drive shaft, panicked, and down she went. His wife nearly drowned in it.

Chris

 

[timswi]

Ok, you got the cooler replaced also. It still seems high but you have said you have your hands tied with who will work on them.

I know my buddies got fixed for under $400 but that was two years ago and a week later he sunk it in the lake pulling a boat out. Got the truck hopping, snapped the rear drive shaft, panicked, and down she went. His wife nearly drowned in it.

Chris

Fords can break too..WOW..I never would have thought...Just sayin.

I got my Chevelle hopping once and just ripped the shock welds off.

 

[jcmseven]

I think the 6.4L is a good engine overall and am going against some of the posts saying that it may be worth a trade if price is where you want it to be. I had a 6.4L and liked it quite a lot. I pulled a lot at that time and the engine had good performance and gave no trouble. It has a lot more power than the 6.0L and rids itself of the one major 6.0 design flaw--improper head gasket sealing secondary to too few head bolts. One area that the 6.4L does not shine is fuel economy. I had a 250 with 3.73 gears and the automatic and it got around 16 mpg on the highway and about 14 in town. It would occasionally get better on a long trip and would get about 12 pulling a 6000-7000# load. The big downfall of mileage on these trucks was the axle ratio. No one I know that ran the 4.10 gears ever got more than 14 highway and would get 8-10 when towing, almost no matter what the load. My 2009 Duramax is a better engine. It has more power, better economy on fuel and has been 100% reliable, but I also never had issue with the 6.4L in durability. I know there were some horror stories about the 6.4L but by and large it is a solid engine. Not as solid as the 7.3L but more powerful and more quiet.

John M

 

[Wnc3]

Have a chance to trade my superduty 250 6.0 for a 350 flatbed 6.4 . I know nothing about the 6.4 except heard they have problems also . All I know is i want out of the 6.0 . any advice ?

Either buy a new Ford or find a dodge with a 5.9.
Or keep what you have. 6.4 sux too

 

[JESSE1]

I guess I've been lucky. I had an '04 F-350 with the 6.0 and a '08 F-450 pickup with the 6.4 and never had any problems with them. My '12 F-450 pickup with the 6.7 does get about 5 mpg better than the 6.4 and about what the 6.0 got.

 

[jcmseven]

Jesse, I too have heard of many owners of the 6.0L who have gotten many miles and good service out of their trucks. I do not know why some do well and others don't (aside from routine service) but they clearly do show differences.

John M

 

[TheGoose]

If I had to choose between the two the 6.0 easily wins. If you delete the EGR you solve about 50% of the problems on that engine, and increase the power without losing fuel mileage.

If you own a 6.0 you need to get a set of gauges to monitor ECT/EOT. When the temperature difference gets more than 15*, your oil cooler is plugged and that's when the major problems start.

ECT = engine coolant temp
EOT = engine oil temp

I use an Insight Edge CTS to monitor ECT/EOT as well as other variables.