why is the international 6.0 and 6.4 bad?

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6.0 & 6.4 only use 4 bolts per cycliner on the heads, they just cant get enough clamping force for the pressures these engines generate. EGR system is a beeeatch on them too. Both cause big dollar repairs because they are labor intesive.

I have to agree with Magnum on the emissions issue, I'm sure it could be made to work. The 7.3 would never have kept up to the duramax with only 2 valves per cylinder and it was a heavy engine.

6.0 and 6.4 are basically the same engine on the bottom end, 6.0 uses a HEUI injections system while the 6.4 is a piezo common rail. 6.4 has the sequential turbos as well.

The press release on the 6.7 is out, apperently it will have 2 compressors on one shaft, a first for a automotive diesel engine.
 
Yes, I posted a link to the info about the 6.7 on page 2..........

As far as the 4-bolts go, the ABILITY to provide adequate clamping force is there. That is why ARP makes the upgraded stud kit for them.

GM's LSx engines are all 4-bolt (identical to the Ford Windsor pattern) and 2,000HP has been done MANY times on a 4-bolt Windsor setup with an aftermarket block. As long as block rigidity is adequate and good gaskets and proper fasteners are used, there really shouldn't be an issue.

With the VT365/6.0L Powerstroke, AFAIK, the fastener issue (FIXED with the ARP studs) only applies to the first two years. If this was a terminal issue, there would be no fix.

Here's the stock bolts vs the ARP stud:

0907dp_04_z+6_0l_ford_power_stroke_engine+head_bolt_and_arp_head_stud.jpg
 
I now recall hearing of the start on gas run on diesel now, I've never seen one though. That looks like a pretty neat system.
 
I have to agree with overkill on the stud issue. 03 and some 04's had this issue and were prone to epic failures. On that note, I haven't seen many failures on the late 04's and up, especially not not block or lower end failures that were not owner/operator induced. We service hundreds of these engines a year, but they do have their issues. The 6.4 I have absolutely no use for, don't want one and will never own one. I'm getting sick of fixing them. Injectors, injectors and more injectors. we have had two complete engine failures since may. Maintenance was a factor, but not the reason. I have only had one complete failure since September 2008 with a 6.0, that had something to do with a slightly hindered bus driver putting in some high octane fuel though
wink.gif
 
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I guess the key to making the 6.4 last is neglect. My friend has a 08 F250 pushing 50k miles , only changed the oil twice with Rotella T 15w40. He runs it all day without ever turning it off.I mean it idles for about 10hrs a day.Never done any other work to it. 0 issues.
 
My HUGE beef with the 6.4 is the fact that you have to pull the body off the frame to do most any routine repairs on the [censored] thing. IT's all well and good if your a dealer with a lift but as some one that services his own vehicles that's B.S.

Combine that with a big utility body and a lumber rack and you have 18 hours hard labor before you can even effect a repair.
 
From what I've read about the Scorpion 6.7L, Ford has done everything right. They plan to build a pulling motor governed at 2700rpm, with a stronger casting block, and proven Bosch common rail injection system. Reliable and strong, not high performance, going back to the basics. Diesels are pulling machines that live best at the bottom end, there they get better fuel mileage and reliability. Tuning them as high performance 0-60 machines is what has caused I/H, GM and to lesser extent Cummins most of their problems in the first place. This why the 12V Cummins, and the 6.9L/7.3L IDI engines held up so well and got good fuel mileage. You want 0-60 performance and terrible fuel buy a V-10 gas and be done with it.
 
a regional ford guy told a friend of mine a few years ago when he was looking for a diesel truck to stay away from the fords.as corporate had cut back on the money being paid to ihc per engine.so ihc had to cut corners to make a profit which resulted in an engine with issues.lots of them from what i've heard.
 
Originally Posted By: Dualie
I was just sighting a reference with the link.


I was bugging my buddy, not you, don't worry
grin2.gif
 
Originally Posted By: Onmo'Eegusee
What is wrong with the connecting rods?


On top of the fact that they look fairly anemic for the application intended the weird angled main cap bolting arrangement
 
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