2007 ford 6.4 deisel engine is completly fubarbed

ord.sgt.26NC

ord.sgt.26NC

Gott mit uns!
Joined
Mar 23, 2005
Location
Goldsboro
my company's f350's engine is apparently toast at only 114,000 miles. Gonna be roughly 15,000 or more to replace the engine. Are these engine's problematic? Bossman is curious if it could happen again after this investment just to get it going again.
 
I don't want to say it's very common but it's very common. 6.4s have been very consistent to last up to 150,000 miles and that's it. Best fix it to put a Ford crate motor(comes with a warranty) in it and keep driving it or sell it. Could also Cummins swap but not sure if that's be an option on a company truck.

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07 would be a 6.0 08 would be a 6.4

@jeepinmatt has (I think )350k on his 6.4 and it's tight and smooth...so not sure about the no more than 150k comment.

That said, it's certainly not the first one to lay down... but that's really low miles.
Id question the diagnosis personally, unless it's got a rod hanging or similar.
 
Was going to say the same thing as Ron. It is an 08. 6.4 failures aren't uncommon. Did some research before I laid down a bunch of money on a used one. I got scared away by the potential for issues and the cost to fix.

I wouldn't spend $15k on a motor swap. That's crazy.

Shameless plug. My 99 7.3L truck (the Facebook million mile motor) could be had for a little more than half that amount. :)
 
Lots of horror stories about every motor out there. @Ron is pretty close, mine has 330k miles on it. Runs great. Was stock until 300k miles, and been running with a tune and DPF delete for the last 30k with no issues. I test drove a 2012 6.7 Cummins a few months ago that only had 100k miles that was the biggest worn out piece of crap I've ever driven. It made an oil puddle from the blowby tube after 4 minutes of idling. But that doesn't make the 6.7 Cummins junk, it just means that one is junk. The crank/pistons/rods/bearings/blocks on modern diesels are stronger and better than ever, but the systems that surround them have a tendency to ruin good motors, so I'd start the investigation there, especially if the truck was stock.
 
Ashville Engine has a great rep for ford diesels. They are about 14k + a core for a 6.4 though for a complete motor. Problem with 6.4 is when they go they normally go big. Other than that, they are pretty solid.
 
DSM Turbos said:
Ashville Engine has a great rep for ford diesels. They are about 14k + a core for a 6.4 though for a complete motor. Problem with 6.4 is when they go they normally go big. Other than that, they are pretty solid.
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All true.

Last time I priced a 6.4 long block with Rob it was 6995. Warranty and head studs included. He uses the good international pistons without the lip as well.

Matt

The 6.4 is great until is not...but so are all the rest, in the common rail world. Want a million miles?...get a12 valve.

I like mine, but I won't build any more common rail engines anytime soon. Next work truck build will either be a 12 valve, 8.1 gasser, 6.2 gasser...all hooked to an Allison.
 
I was bummed about my 6.0 until trucks unlimited and my own diesel mechanic both assured me the 6.0 doesn't compare to the 6.4 in reputation.
Both told me that some 6.4' may last 400k, but they only see the ones that average 110-120k before complete grenade. And they both said the number of 6.4 total replacements double or more the number of head gasket 6.0 jobs

I was shocked to hear that honestly. Made my 3k ARP job seem minor compared to the the 10k reman motor replacement on the lift beside mine
 
mcutler said:
All true.

Last time I priced a 6.4 long block with Rob it was 6995. Warranty and head studs included. He uses the good international pistons without the lip as well.

Matt

The 6.4 is great until is not...but so are all the rest, in the common rail world. Want a million miles?...get a12 valve.

I like mine, but I won't build any more common rail engines anytime soon. Next work truck build will either be a 12 valve, 8.1 gasser, 6.2 gasser...all hooked to an Allison.
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I wouldnt have the 8.1 in the conversation.
Thats the worst design engine in the last 40 years. 6.0/6.4 included.

There is a reason it had such a short life cycle.
A new engine designed to consume oil, get out of here with that 60's technology.
 
mcutler said:
Never owned an engine that didn't use oil...[emoji90]

Matt
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The 8.1 was designed to burn approximately 1 quart of oil every 100 hours of run time.
It was partnered with a 5,000 mile recommended oil maintenance schedule.
Which most owners push. I personally know of 3 8.1s locked up before 100k and not covered by warranty.
Sure the owner's negligence contributed, but soccer moms dont check oil and they were large consumers of the avalanche.
 
That's what the 180° t-stat and Mobil 1 syn is for...in my research anyway.

I've poured similar amounts of oil in every diesel or gas engine I've owned, new or used, (5.9, 6.0, 6.4, 6.6, 6.7, 7.3, v10, 5.3ls, 6.0ls, 350 tbi, 454 fi) I'm no soccer mom, my trucks work hard, must be operational and are maintained so.


I'll pick my battles. I can buy decent mileage motors all day in my line of work, at a fraction of what it cost to rebuild a common rail; and only be down for a weekend versus weeks on diesel rebuild. I'd rather swap one out than rebuild another high end cr diesel...

Everyone's needs are unique

Matt
 
The 8.1s...as with most newer GM gas engines...can benefit greatly from a better PCV setup. The LS motors love to pull oil in to the intake as well.
 
Our 6.4 work truck has 300k on it and has surprisingly been very dependable. Deleted it at around 180k because it had some dpf system components fail and was 1/4 the price to delete then to fix. It is run on a stock power tune and has been fine other than the retarded slow throttle response.
 
R Q said:
Please elaborate? @Croatan_Kid
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A lower temperature thermostat helps keep the oil from vaporizing, which makes it that much easier to suck through the PCV system. The PCV systems on the 8.1s and LS motors have a lot of suction on them. The easiest thing to do is run a good catch can to keep the oil out of the throttle body and intake manifold.

The stock 4.8 that was in my Silverado didn't use a drop of oil, but when I swapped in the 6.0 and swapped heads, tossed in a cam, ported TBSS intake, and 92mm throttle body it would trip the "low oil" light consistently at 3500 miles. I put a 160* thermostat in it and haven't had an issue since. I still plan to get a catch can setup soon though to catch any residual oil.
 
Agreed with most of what's said here. But 6.4l's do fail more than any other diesel engine on the market. And it's certainly looking like valve train issues will be prominent with the 6.7lpsd. definitely another vote for Asheville engines for a replacement!

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mysterync said:
Agreed with most of what's said here. But 6.4l's do fail more than any other diesel engine on the market. And it's certainly looking like valve train issues will be prominent with the 6.7lpsd. definitely another vote for Asheville engines for a replacement!

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Another vote for the failure rates. I saw 4 or 5 6.4's come through the shop in the past year or so that had dead cylinders. Mostly cracked pistons. All of them were between 100k and 150k. Some deleted and some stock.
 
they opted to get a new engine3 from Ford and keep on rockin...19,000 out the door.Glad it wasn't my money
 
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