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Oh, come on, the fourth gen F-bodies were a bugger too
6.4 PSD oil analysis
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I am retired and working on stuff that you can bill out the time is fine but I hate reaming the customers and I hate working on something that sucks to work on.
The 6.4L PowerStroke/MaxxForce 7 are proving to be good engines. They are based on a 6.0 block, but that is where the similarities end. We have quite a few Maxxforce 7's in the fleet now and they are leaps and bounds better than the VT365's.
The 6.0/VT365 did have quite a few problems, but so do the HPCR 5.9l Cummins engines. On a fleet level I see similar numbers for failures on the 5.9 as the 6.0's. The 6.0's the big thing was EGR parts and head gaskets. The 5.9's the biggest problem is valve seats.
The 6.0 really isn't that bad of an engine, but if you want one to work it needs to have some stuff done to it. The first thing to address are the head gaskets. With a set of head studs a stock engine won't blow a head gasket. With a performance modified engine the gaskets when using head studs are pretty dang reliable to around the 500HP mark.
The 6.4 has a lot of updates and design improvements such as much larger head bolts that has lead to much improved reliability. At work I've seen very few warranty claims. We just aren't working on the new Maxxforces nearly as much as the 6.0's.
On a side note, the engine in Ford trim as the 6.4l PowerStroke is proving to be quite the performer. They are running right up with the rest of the HPCR engines and making 500hp with basic bolt on parts like an air intake and exhaust with just a software change.
The 6.0/VT365 did have quite a few problems, but so do the HPCR 5.9l Cummins engines. On a fleet level I see similar numbers for failures on the 5.9 as the 6.0's. The 6.0's the big thing was EGR parts and head gaskets. The 5.9's the biggest problem is valve seats.
The 6.0 really isn't that bad of an engine, but if you want one to work it needs to have some stuff done to it. The first thing to address are the head gaskets. With a set of head studs a stock engine won't blow a head gasket. With a performance modified engine the gaskets when using head studs are pretty dang reliable to around the 500HP mark.
The 6.4 has a lot of updates and design improvements such as much larger head bolts that has lead to much improved reliability. At work I've seen very few warranty claims. We just aren't working on the new Maxxforces nearly as much as the 6.0's.
On a side note, the engine in Ford trim as the 6.4l PowerStroke is proving to be quite the performer. They are running right up with the rest of the HPCR engines and making 500hp with basic bolt on parts like an air intake and exhaust with just a software change.
Hey guys,
I'm not much of a diesel expert, but I do have alot of experience driving one. My work truck is a 2008 Ford F-550 with the 6.4L powerstroke. I have to say, this engine is quite the powerhouse. It hauls around a 1200 gallon aluminum tank used for pumping portable toilets. 900 gallons for waste and 300 gallons for water. Every week when I way myself at a local junkyard, it usually weighs somewhere in the ballpark of 15,800 to 16,500 lbs. The GVR is 19,500 and the unlaiden is around 7200. That's about 9000 lbs on an average day with tank and liquid. The 6.4L pulls this tank around like it's nothing. It makes about 30 lbs of boost and has no trouble going up steep hills. It averages about 8.0 to 9.5 miles per gallon which is slightly less than what our old 7.3 powestroke averaged. The one noted problem that the 6.4L had was with the (DPF) diesel particulate filter. Everytime it goes into regeneration mode (cleaning mode), it blows alot of smoke out the tailpipe. There would be times when I'm idling and there would be a noticeable amount of smoke being admitted from the tailpipe. One time, I was at a stop sign waiting to turn onto a highway. As I turned onto the highway punching the throttle it all of a suddden felt like it wasn't making power once it second gear. Upon looking at my right mirror, it looked as if a top fuelie dragster did a burnout behind me. Other then that, it's a really powerful engine that has a number of technological designs incorproated into it.
I'm not much of a diesel expert, but I do have alot of experience driving one. My work truck is a 2008 Ford F-550 with the 6.4L powerstroke. I have to say, this engine is quite the powerhouse. It hauls around a 1200 gallon aluminum tank used for pumping portable toilets. 900 gallons for waste and 300 gallons for water. Every week when I way myself at a local junkyard, it usually weighs somewhere in the ballpark of 15,800 to 16,500 lbs. The GVR is 19,500 and the unlaiden is around 7200. That's about 9000 lbs on an average day with tank and liquid. The 6.4L pulls this tank around like it's nothing. It makes about 30 lbs of boost and has no trouble going up steep hills. It averages about 8.0 to 9.5 miles per gallon which is slightly less than what our old 7.3 powestroke averaged. The one noted problem that the 6.4L had was with the (DPF) diesel particulate filter. Everytime it goes into regeneration mode (cleaning mode), it blows alot of smoke out the tailpipe. There would be times when I'm idling and there would be a noticeable amount of smoke being admitted from the tailpipe. One time, I was at a stop sign waiting to turn onto a highway. As I turned onto the highway punching the throttle it all of a suddden felt like it wasn't making power once it second gear. Upon looking at my right mirror, it looked as if a top fuelie dragster did a burnout behind me. Other then that, it's a really powerful engine that has a number of technological designs incorproated into it.
You need to take that truck into the dealer. You are over-fueling during the regen. All you should see out of the tail pipe during regen is a SLIGHT grey haze (really shouldn't even have that, but if it's had a lot of idle time then it will show some) and a lot of heat.
Part of the issue is the truck may be seeing quite a bit of idle time if you use a PTO for the pumping operations. That is hard on the after-treatments.
Do it while it's still under warranty or it's big money for after-treatment repairs.
Part of the issue is the truck may be seeing quite a bit of idle time if you use a PTO for the pumping operations. That is hard on the after-treatments.
Do it while it's still under warranty or it's big money for after-treatment repairs.
In our Nitrogen division we have 8 08' fords with the 6.4L. All of them have an average of 48K to 60K miles on them at this pt.
So far, all have performed perfect. No really major mechanical problems... Except for the DPF filter. 3 of the trucks have already been towed to the dealer due to the filter plugging up. From what I gathered-->The truck never re-generated. The trucks do alot of highway driving--over 80mph for hours and alot of on location idle time.
My Nitrogen Pump which has a 08 Cat C15 engine, has been nothing but a nightmare with this DPF filter. It took being towed back to the dealer 3 times. Before they and I figured out how to play along with this Re-generation attitude... With the PTO engage the Regeneration never would take place,via the filter plugging Up. The Cat dealer had to reprogram the computer to re-gen while the pto engage. WoW U talk about some exhaust heat.
On hour way back from Kansas last night our F250 was having major problems. He idled within the Oneok plant for 14 hours, and I feel the truck never re-generated and the filter is almost plugged again. Hopefully the ford dealer can get the truck fixed too where it will re-gen on its own again. The truck seemed to run better as we drove home. Driving an average speed of 80 to 90mph. I do have a question. After I thought about this I asked the mechanic what oil he was using in these trucks. He buys in bulk and he really has no idea what rating the oil is. This seems to me to be a problem.
Could the cheaper oil be some of the problem why the filter is plugging so fast?
I told him, he needs to switch to the new rotella or delvac and he just looked at me like i was stupid.
But as for the new 08 F250 with the 6.4L? Great Truck! Nice Smooth Quiet Powerfull Motor. They just need to get the Re-generation program fixed.
So far, all have performed perfect. No really major mechanical problems... Except for the DPF filter. 3 of the trucks have already been towed to the dealer due to the filter plugging up. From what I gathered-->The truck never re-generated. The trucks do alot of highway driving--over 80mph for hours and alot of on location idle time.
My Nitrogen Pump which has a 08 Cat C15 engine, has been nothing but a nightmare with this DPF filter. It took being towed back to the dealer 3 times. Before they and I figured out how to play along with this Re-generation attitude... With the PTO engage the Regeneration never would take place,via the filter plugging Up. The Cat dealer had to reprogram the computer to re-gen while the pto engage. WoW U talk about some exhaust heat.
On hour way back from Kansas last night our F250 was having major problems. He idled within the Oneok plant for 14 hours, and I feel the truck never re-generated and the filter is almost plugged again. Hopefully the ford dealer can get the truck fixed too where it will re-gen on its own again. The truck seemed to run better as we drove home. Driving an average speed of 80 to 90mph. I do have a question. After I thought about this I asked the mechanic what oil he was using in these trucks. He buys in bulk and he really has no idea what rating the oil is. This seems to me to be a problem.
Could the cheaper oil be some of the problem why the filter is plugging so fast?
I told him, he needs to switch to the new rotella or delvac and he just looked at me like i was stupid.
But as for the new 08 F250 with the 6.4L? Great Truck! Nice Smooth Quiet Powerfull Motor. They just need to get the Re-generation program fixed.
The oil could be partly to blame, but I REALLY doubt that it's the cause of your filter plugging. I think it's the amount of idle time those trucks are seeing, and even though they get run hard on the freeway filter packing may be occurring from the amount of idle/pto time. If the trucks are burning oil then that is certainly contributing to the DPF problems you have been experiencing.
It would be nice if the pickups had an over-ride switch you can force a regen, that way you could do a regen during PTO and keep the filter clean.
The other issue is, as filter packing occurs you loose some filter capacity. The more times the filter gets packed the less area is restored to good order so the filter plugs up sooner next time. You can think of it like a rechargeable battery and the memory they develop, different reasons but the behavior is similar.
It would be nice if the pickups had an over-ride switch you can force a regen, that way you could do a regen during PTO and keep the filter clean.
The other issue is, as filter packing occurs you loose some filter capacity. The more times the filter gets packed the less area is restored to good order so the filter plugs up sooner next time. You can think of it like a rechargeable battery and the memory they develop, different reasons but the behavior is similar.
The Cat dealer figured out my C15 problem. Now the the Motor will regen while the pto is engaged... Ya Patrick I agree, an over ride switch is in dire need.
1040 can answer this for shure ,but I understand that these new 08's have a engine hour(idle) meter,and that OC is at a set hour OR miles driven.
Posts on the dieselstop have indicated warrenty denials because of overrunning oil change intervals?
Posts on the dieselstop have indicated warrenty denials because of overrunning oil change intervals?
personal experience is RUN. You can buy my old 08 back from ford they just picked it up last month after a 5 month fight. The combination of radiator failures, turbo failures, bad injectors, cracked DPF's AND 8.9 MPG average economy towing I had enough of that and lemon lawed it back.
MY skin was ford blue and my blood was international blue. Glad I kept my old 7.3L with 330,000 miles its 50 X more reliable than any of my post 03 superdutys could think of being.
Looking outside in my driveway I can see 5 ford diesel pickups that I bought brand new. but you will not see any newer ones any time soon.
I was Looking at the new Chevy's but I HATE the brakes on the 3500 DRW's. IF they had better brakes I would buy one tomorrow.
The lack of a realistic crew cab in the dodge keeps me from dropping the hammer there. The mega cab is ridiculous and I need a long bed and don't want the hasle of having to send the truck out to get stretched for long bed installation. their extended cab offering isn't enough to qualify as a crew cab either.
Now if your a [censored] of a gambler i DO know a guy that basicly stripped every piece of emissions JUNK of his 08. custom tuneing, NO DPF, 0% EGR and no warrenty hope what so ever hes getting 18+mpgs on the highway in his F-350 SRW.
take both of those factors and couple them with the HORRIBLE mileage the new DPF motors are getting I think im going to stick by my old 7.3's
MY skin was ford blue and my blood was international blue. Glad I kept my old 7.3L with 330,000 miles its 50 X more reliable than any of my post 03 superdutys could think of being.
Looking outside in my driveway I can see 5 ford diesel pickups that I bought brand new. but you will not see any newer ones any time soon.
I was Looking at the new Chevy's but I HATE the brakes on the 3500 DRW's. IF they had better brakes I would buy one tomorrow.
The lack of a realistic crew cab in the dodge keeps me from dropping the hammer there. The mega cab is ridiculous and I need a long bed and don't want the hasle of having to send the truck out to get stretched for long bed installation. their extended cab offering isn't enough to qualify as a crew cab either.
Now if your a [censored] of a gambler i DO know a guy that basicly stripped every piece of emissions JUNK of his 08. custom tuneing, NO DPF, 0% EGR and no warrenty hope what so ever hes getting 18+mpgs on the highway in his F-350 SRW.
take both of those factors and couple them with the HORRIBLE mileage the new DPF motors are getting I think im going to stick by my old 7.3's
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Originally Posted By: hone eagle
1040 can answer this for shure ,but I understand that these new 08's have a engine hour(idle) meter,and that OC is at a set hour OR miles driven.
Posts on the dieselstop have indicated warrenty denials because of overrunning oil change intervals?
Are you talking about the Ford? The ECM does have an hour meter I don't know about any oil monitoring feature built into the ecm.
IIRC you can go up to 10k miles on an oil change, so if people are having a warranty problem becuase they exceeded their OCI they are probably REALLY exceeding it as most people don't run 10k miles to start with.
I generally don't spend a lot of time workin on the pickups so I'm not 100% sure about the oil monitoring. We don't adhear to MFG's oil change info nessasiraly and none of our SuperDuty fleet has had oil issues with warranty claims. But we only have like 20 08's so far. They have had a few rad failures, etc. But after the initial issues with a brand new truck they have been really reliable. Aftertreatment issues, but everything we have has aftertreatment issues from the big CATs and Cummins down to the office cars.
1040 can answer this for shure ,but I understand that these new 08's have a engine hour(idle) meter,and that OC is at a set hour OR miles driven.
Posts on the dieselstop have indicated warrenty denials because of overrunning oil change intervals?
Are you talking about the Ford? The ECM does have an hour meter I don't know about any oil monitoring feature built into the ecm.
IIRC you can go up to 10k miles on an oil change, so if people are having a warranty problem becuase they exceeded their OCI they are probably REALLY exceeding it as most people don't run 10k miles to start with.
I generally don't spend a lot of time workin on the pickups so I'm not 100% sure about the oil monitoring. We don't adhear to MFG's oil change info nessasiraly and none of our SuperDuty fleet has had oil issues with warranty claims. But we only have like 20 08's so far. They have had a few rad failures, etc. But after the initial issues with a brand new truck they have been really reliable. Aftertreatment issues, but everything we have has aftertreatment issues from the big CATs and Cummins down to the office cars.
More info- we just got a bunch of new school buses in the fleet with the MAXX Force 7 engine(6.4)
I was reading thru the manual re oil changes and found this interesting.
O.C. will be at 6 months or
1000 gallons of fuel burn
10000 miles
550 hours
which ever comes first.
I was reading thru the manual re oil changes and found this interesting.
O.C. will be at 6 months or
1000 gallons of fuel burn
10000 miles
550 hours
which ever comes first.
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