Thank you for sharing this with me. I am a fleet mechanic for a public utility in California. My service area is the high desert in San Bernardino and Inyo counties to the Nevada border. This includes Death Valley. This blistering hot, dusty terrain can put any vehicle to the test. Most of the fleet I deal with are larger Navistar trucks with manlifts and digger derricks. But I also service about eight F550s. In 2009, they replaced the older F450s that had the 7.3 with the new F550 with a 6.4. I was told this was a much better engine. That was odd because I didn't have many problems with the 7.3. Almost immediately two of the trucks hand-grenaded the engine. Ford covered the engine under warranty but I had to do the work because they couldn't take off the cab. The trucks had a boom hanging over the cab. Since the truck couldn't start and run the PTO, the boom couldn't be rotated out of the way. I replaced both engines with the cab on. After that, Ford refused to cover the engines under warranty. They argued the trucks were too heavy for that engine. The trucks weighed about 17,000 pounds. Over the next 10 years we had the F550s, I replaced seven engines, about a dozen turbos, High Pressure Pumps, Injectors, all with the cab on. I can't begin to tell you how much money that cost the company. And I am only one of 43 garages in the company. With the exception of the DPFs, Ford refused to warranty almost any other failures. When the cab and chassis were purchased, I am wondering if Ford knew ahead of time how heavy the finished trucks would be. Nonetheless, we no longer have any 6.4s. I always wanted to take one apart. I always replaced the engine for the sake of time. A truck out of service leaves a crew unable to work. I wanted to take apart a core to see what happened but I simply didn't have the time or space. I would have gladly given them to you if I had known you. I am glad you made this video. Now I finally get to see what one looks like inside.
bought a deleted 6.4 with 170k miles. looks like new turbos, has check engine light now. have $16k in truck. would u keep or sell it? cant tell about fuel/ water pump replacement.
I am somewhat of a 6.4 mechanic, once "built" properly these are actually marvelous engines. There are quite a number of factory "flaws", especially with the valvetrain and heads. The factory cam is designed for EGR, swapping to aftermarket, is known to make the valvetrain survive longer. Premature rocker and lifter wear is very common on a factory motor. Emissions delete is a must if you want the engine to survive. Factory cast pistons are known to crack on some engines as well. Properly built, these engines are a true monsters
yeah they're a great engine, you just have to completely re-engineer them and spend ~10k to fix all the shit Ford/Navistar/Renault didn't do correctly from the factory. or you could just buy anything else.
That was a walk through memory lane for me. Back when trucks with these engines were coming to dealership for work while they were still within warranty, I had LOTS of these garbage 6.4 engines apart. The failed roller lifter and damaged cam lobe is exactly why that engine ended up in your hands. Just the cost of the labour, along with the cost of all the gaskets needed to cam and lifter that engine would have either matched or exceeded the cost to outright long block the truck it came. Of course, given choice between the two, it would have been a no brainer to go with the latter of the two. As you already mentioned from the beginning of the video, cam and lifter failure were very common on these engines. On the ones coming in still within warranty, with this exact failure would have resulted in a long block replacement as already mentioned. Other common items on these engines were prematurely worn out rocker arm tips, cracked pistons from overfueling injectors as well as cavitated water pump housings on the engine front cover. A replacement front cover will have a divot in the six o'clock location of the water pump housing to mitigate a repeat of this type of failure, so it's probably not worth trying salvage and resell that front cover. BTW, the method you removed the cam from this engine is incorrect. The adapter you removed from the rear of crank to gain access to the cam gear is not supposed to be removed. This is why I used to call those six bolts the "DO NOT F*** WITH" bolts. The crank is machined from factory with that adapter bolted to it. By removing that adapter, you've essentially junked that crank, not that it matters. To access and remove the cam requires piston and rod removal, along with crank removal. So as you can imagine, the labour cost along with all the gaskets, along with the cam and lifters themselves is what made long block replacement the more cost effective route.
@@BrennonCorbitt6.7 YUP. And I don't miss working on them one bit. Trucks equipped with those engines were so bad, you couldn't GIVE me one! Ditto for E-Series vans with the 6.0L diesel. I don't miss working on them one bit! Just changing out a set of EGR and oil coolers on an E-Series van would get me coming home with my chest all bruised and scratched up.
I am doing a build with the "bad 6.4" we shall see. I am pretty sure doing a full delete and tune will make all the difference. Studs and an upgraded cam...I expect it will make good power and run strong as long as a 7.3. I think the problem is all the emissions crap ,you know..egr,dpf etc .I know Ford has to put these things on for legal reasons but it just kills them and makes them completely unreliable.
i dont understand, in this ??,day & age,,they still produce crap,,all manufacturers. engines these days should be bullit proof. ill keep my 351c. thrashed for 14 yrs, on lpg, with 302c heads. still starts first go. i think the oil pump is bad, running o.k, 40 ps, idle, crickets. nearly.. so much tech, goes in the bin, what happened to ''being green'',, being green is bs, as is all the climate bs,ev,s, solar wind ect. its money, nothing else..& sucker sheep..
Your indepth explanation is terrific. What I love about your channel is that you don't BS your way through a disassembly. I respect you when you say you don't know about something or how it works. Great job, TMP from N.J.
There are aftermarket camshafts available that have a much smoother ramp profile on the cam lobes vs OEM. The smother ramp profiles makes them much friendlier to the lifters and rocker arms. Contrary to much of what you hear, out of fear, I tore down my 6.4 after 340,000 miles. Before it had a chance to come apart. Only 2 cylinders measured out of factory tolerances and most of the bearings and engine internals looked great. 340,000 miles, with all original internals and original injectors/ pump. This motor had regular 5k oil changes and was EGR / DPF deleted since around 60k. I installed a new smooth profile camshaft and de-lipped MaxForce pistons for assurance. Looking for another 300k.
"This motor had regular 5k oil changes and was EGR / DPF deleted since around 60K" This would be the reason yours made it as far as it did, the emissions systems are the main cause of major failure in these engines. The engine without emissions is surprisingly good.
Your narration is half the fun. That being said, years ago at the design room: "We'll use plastic. It's cheaper and no one will every know. It will save us $4 per engine!"
@@rideon6839 Not true! Quality at Chrysler is a carefully calculated derivative of maximizing the bottom line verse staying in business. Only when they are about to go under does quality improve. See 1980 & 2010.
Someone had to have mentioned this already, but the water pump housings are prone to cavitation pitting and break-through. For the next engine teardown I vote for a Nissan VG30DETT or a VQ (any). Still love this channel!
As a powerstroke tech maybe I can shed some light. The 6.4 has a bad reputation because of the emissions. The process of regeneration kills the engines. Regeneration isn't done through a 9th injector like the duramax motors so it is done as a "controlled" over fueling. The problem is the trucks never completed regen because of city stop and go driving, or a bad air filter, or a sensor bias, derate etc etc. So the trucks stay in regen constantly which is hard on the motor. Eventually that fuel works its way into the motor and then you're lubricating the engine with diesel fuel. They typically burn piston rings (because of the overfueling) and throw lifters because of the poor lubrication. It isn't uncommon to drain twice as much oil out of them because the oil is diluted by fuel. Deleting them increases their lifespan substantially. If that isn't an option, then use quality filters, fix your check engine lights, look out for black tail pipes (means the dpf is cracked), and check your oil regularly to ensure it isn't over full.
You just gave a "green" light to Ford engineers to put automatic "stop/start technology" to "save on fuel" like GM did on their smaller turbo engines...that should help 🤣
I have a 08 6.4 and the lifter/ cam issue along with a blown head gasket caused me to do a rebuild. All the rocker arm tips were worn to nothing. The parts alone cost me $6500.00 with me doing all the labor. A long block cost was $13,000 at the time so I had to fix what I had. Your engine has been torn down before. The blue head gaskets are Felpro and the front crank seal is new. My truck has been running great since the rebuild and I only use synthetic oil in it.
Thats a baby engine. Last time I was at the training facility in Detroit, they had an MTU 8000 there for training. each cylinder is 8 liters. I think it was a 16 cylinder. There were 3 levels of scaffolding to get up to the top of the rocker covers.
The water pump housing on the front cover has issues where cavitation (tiny bubbles exploding due to impeller speed) erodes the pump housing. Ford released a coolant additive that helps to reduce or eliminate it, but if you never knew about it, doesn't do ya much good.
@@jeffreygoss8109 not really, this looks like the pump was coming apart and ate a partial vane or had a lot of bearing play and was scraping the housing, cavitation looks more like shot blasting or sandblasting but not as even and deeper, like little cavities, water is a powerful mistress under the rite conditions, it be easier to tell if cleaner with a better closeup
My understanding is the factory clearances for the back of the water pump to rear wall was off. Most of the early 6.4's were like this. No...it is not rare or unusual. If you get ahold of an early water pump and do a rebuild you better check to see if the impeller even moves. I have heard tell of builders having to pull an engine back out for this very thing. The water pump on there is not oem for an early 6.4. Wondering how much you want for that studded 6.4 you have. I was going to do a build on mine but if the price is right....
Everyone knows what cavitation is. If they don't then they have know business asking what is means. All diesels are prone to it, due to the high compression, the liners(wet liner blocks) can flex and cause pitting and failure. Yes you need to put a Nalcool type product in the coolant and check for nitrate levels during maintenance.
When I saw the engine of the day was going to be a 6.4 powerstroke my back started to hurt. Thanks for taking one for the team, I'm glad you had so many resaleable parts.
Looking at all of this exquisite engineering, it is hard to believe that they are going to throw all of it on to the trash pile for "electric vehicle". Blows my mind...........(I am sincere. Disregard the previos two comments by other posters) Internal combustion engines are a 7th wonder of the world.
Had a 6.4L for 14 years and 34,500 miles, deleted at 10K. Sold it for $27,500 in 2022. It was spotless inside and out and it never saw the dealer. It was a good truck for me and pulled like a freight train. 🤷🏽♂️
I worked on very large diesel generators in a past life back in the 70's, All of the diesel trucks I own all have the 7.3 power-stroke in them. I have not had any of them fail. We have had to replace the under the valve cover wiring harness on a few. The 7.3 is a International T444 with some changes made for Ford. I was disappointed to see all the failed plastic parts in this engine. I enjoy seeing the tear downs each week. Keep doing them the way you are. I like the no BS way you do them.
Yeah, this among other things was why Mulally (former aerospace engineer) had to come in and save Ford. These failures happened while he was there but the 6.4 was developed before he got there. His contribution was the 6.7 and we all know how that went. We can also give him credit for the 5.0 Coyote and the whole Ecoboost line. I know some people really hate the Ecoboost motors and they had some reliability issues especially early on, but overall they were a hit. Dude really knew what he was doing.
All of internationals motors took a major downturn in the early 2000s after the 7.3 (my main truck has one) was fantastic after that the reliability only went down fast, same with the Maxxforce series
@@poubs_entertainment the 7.3 was a great engine I've seen them with almost a million kilometers and the only problem with the trucks iss they are rusted right out international engines didn't turn to crap until the 6.0 then they never came back from that
Loved this teardown! I recently bought a low mileage 6.4 Superduty and so far it's been great! It's amazing how many guys I've heard criticize this engine but then say they own one and like it? Keep tearing engines down please! I really enjoy your channel!
They are absolute monsters and great until they break. If you have a lift in your garage to pull the cab, and love fixing broken chit then they are great. The main issue with them is they were such a short run 08-10 that it cost a fortune to fix them. Never mind all the crap you gotta do to even reach the motor.
They are great motors if you have the emissions and head work done. As long as you don't tune it to death and fix the short comings, as you say they run great and will last if taken care of. Thanks for sharing your work again! Great evening and weekend to you and your family.
I think it's shortcomings (one word), or in this case, is it actually short-cummins?? Ok, yeah, I get it, it's not a cummins, but in this case is less (short) than a cummins
Eric you are indeed a man of your word and I greatly appreciate you bringing the Ford on and if you remember I'm a Ford man blue and blue, and I only wish you could have brought on an engine that I respected, however you brought a Ford in there and I enjoyed your quips about Ford and their engines. Keep up the good word you're a blessing to me and my wife we always enjoy watching this on Saturday night or Sunday after church!
You are real good at making real mechanical content with jokes and fun.Keep making video’s us mechanics enjoy this kind of entertainment.I learn a lot every video
When i worked at the dealership and we had the 6.0 first come in, they came in with check engine lights on, fresh off the trucks. But with 6.4s we had to push them off the truck brand new. Later revisions are great and built 6.4s are amazing but yeah, problem child.
My parents had a 6.4 in their F450. Constant problems while they owned it with overheating and going into limp mode. It went to different shops but never got figured out. Driving empty or lightly loaded was fine. Hook it up to a 14k travel trailer and it would go into limp mode after about 1 hour of drive time. Limp mode and a 14k travel trailer is no fun.
Observing the wear and the grinding of metal, I'd have to assume the oil wasn't changed nearly often enough. The oil pump is shot, too. No way it can pump all that debris and not be worn. Keeping in mind oil filter by-pass happens well below operating pressure, so the trash that isn't caught, will circulate.
These get really really bad oil dilution via fuel. One of the main causes for these to blow up actually. Considering the oil still in the filter housing was soupy and pungent, that's probably what blew it up.
I don't claim to be a furd 6.4 mechanic, but I used to work on marine propellers. We'd see cavitation and it ERODES metal. It does not score metal. That water pump housing looked to me like a previous water pump failed somehow and the impeller walked backwards and contacted that housing grinding/scoring that water pump housing.
I’m sure you already know this well, but to add that for others, cavitation is kinda nuts. The fluid essentially experiences low enough pressures that bubbles form, but then experience high pressure that causes the bubbles to burst and this fucks shit up.
Yes the 6.4 suffered majorly from cavitation. The 6.0 did too. And your correct about the water pump walking. When one needs a water pump just go ahead and count on front cover replacement. 6.4 makes great power but they are time bombs.
@@gavinkeller183 Do you think guys were better off sticking with their old but well maintained 7.3's or going with 6.7 and skipping 6.0 & 6.4? Of course nobody who got hosed with those two 7.3 replacements had a crystal ball. A lot of small businesses went under when those then new 6.0/6.4 trucks crapped out.
My favorite saturday night viewing! I was a little bummed that there was no catastrophic damage, but still enjoyed this one! Still hoping you get any kind of VW or Audi W block.
6.4 has a beefy bottom end, sometimes the pistons crack, the lifter failure on 6.0 and 6.4 is fairly common. The lifter is used in other engines but on 6.0/6.4 one lifter gets the load of two valves. Always replace lifters if you pull the engine. After 250-300k it’s a gamble. I think it was under engineered. 7.3 did not have 4 valve per cylinder. Check the oil pump section of the cover. They get scored up pretty bad due to tight tolerances.
Why, it's an old core. We used to roll them around with a forklift tearing them down as an apprentice(90s). Not this engine, I never work on something that tiny.
Hey Eric. I find you to be one smart dude. You pull stuff apart that you’ve never tackled before and bam, it’s apart clean. Great job with the Power Stroke engine bro. Excellent video. Big Al.
Fifteen years ago I was given a 95 Escort (1.8L manual). It had a bad knock/rattle. Lifter roller had turned sideways and broke the retainer. Lifter looked just like the failed one here, flat on the roller. Cam was scratched but serviceable. After replacing the lifter and retainer, I drove the car for 50k miles before selling it. Lifter failure happened when previous owner over-revved the engine by going into 1st gear instead of 3rd on a freeway exit. Love your content!
Finally! I'm so excited. I don't even own one but I'll enjoy this. I've driven them all...7.3, 6.0, 6.4 and 6.7. I should've known that the "six four" would be the easiest core to find. Anyways I'm comfortable now and pressing ▶️! 🍿
Former diesel tech here. Most of the catastrophic failures that the 6.0 and 6.4 have are a direct result of the owner. Either from lack of maintenance or "tuning" (I use that work VERY loosely, just turning up the boost and fuel for maximum smoke production doesn't really qualify as tuning, but that is what most diesel owners do). That said, the "small" failures that these engines have (or really any modern diesel) cost literally thousands of dollars. All of the common-rail truck diesels have really common and expensive issues (and they're usually the same between all the engines), the 6.0/6.4 just had them the most often.
@@justinpeterson6839 yup. mine 375000 mi..06..6.0. 3 egr filters. A few injectors. Oil still runs clean. Gas it to keep it clean. 300 hp , can't really hurt it. No def.. The 6.0s are actually the ones to get. Just keep up with the parts. Good oil, and coolant. The only reason Ford moved out of it, was EPA beating them about emissions. AND the customers howling for more hp and torque. For me The fact that it is a high mileage diesel , the previous business did recalls , and upgraded replacement from Ford.
I really appreciate the effort you put in to produce videos like this. I really love taking things apart to understand how they work. I’ll never buy a 6.4 powerstroke for any reason! Thanks again!
I’m glad Adam Sandler found his true calling LOL. My buddy just bought a 2008 6.4L… I’m his mechanic… this info is invaluable. Thanks for the great content !!!
You are correct, there IS a more techical term for the what you called the 'injector hold down brackets'. It's "Brakcet, Hold Down (Injector)". The more you know *wierd music and a star
281k on mine. With many well into the 300k range on original engines. Not saying they don’t have issues, just saying there plenty high mileage 6.4s out there too.
As always, a "great escape" for the weekend. Love the wry humor and the "impact" analysis. Learn something every week. BTW--I used to have "pet names" for some of my tools, back in the day.
Generally the problem with these is not the oil pickup clogging they dilute the oil with diesel to the point where they begin to take out top end components and eat the rocker arms
They have lots more issues than that basically all the issues that the 6.0 had they just replaced the problematic HEUI system with an even more problematic common rail system and added an oil dilution issue
@@earlscheib7754 But the 6.0 and 7.3 have the virtue of being bullet-proof-able. I don't think anyone tries to make the 6.4 bullet-proof when it's more like bullet-riddled.
I have herd the 6.4 horror stories also. But looking at you take it apart it looks well built. The failed lifter roller was an unfortunate issue for that engine.
Hello Eric from central valley CA. New to your comment section. Watched almost all of the teardown videos. I really do enjoy them. Being an old school gearhead with all the tools to do mechanical work. But also the old body that has the wear like the engines you pull apart. Can't say I'm ready for the body farm. Brings me to why I'm sending this. Lifting the crank of the 6.4 power stroke diesel the way you did. You will have a back like one of them 3 angle rods you have found. ( Those are very impressive by the way ). If you keep one on the wall or counter at the yard. Look at it to get a reference of the future!! Mine is getting a maintenence job in the very near future. The powerstroke water pump housing has same markings as a pool pump. Replaced impellers on mine but never a housing. Unless the housing cracked or melted. Again, I enjoy the chanmel.
This is an interesting tear-down. Thanks for the video. When I saw your 1/2 inch breaker bar start to bend, I knew those were some very tight bolts. Why don't you use an engine hoist or that fork truck to pick up those heavy parts? Take it from someone who's had back surgery and now has titanium bars on my spine, your spine isn't meant for heavy lifting. I learned the hard way.
so did I doing lead roofing. i had to be stupid and learn the hard way. two operations and it's not bad. Eric just don't lift stuff that's too heavy, you won't get away with it.
We were all to tough ( read.stupid ) in our youth to listen to the old mentors that were trying to do there job and protect us from ourselves. I understand now, being that mentor that it doesn't mater what you tell the young ones. If you save a few from themselves you've done your job the best you can.
@33:35 I'm an IT guy, and back in the day a buddy of mine in our computer technical support shop managed to plug one of those allegedly "idiot proof" D-shaped power plugs BACKWARDS into a 250 GB hard drive, which back then was worth $250, 1:1 dollar to gig. (Mostly) he and I (suppressing laughter) watched in horror as the core of the Texas Instruments DSP chip on the drive's circuitboard turned a starry bright white as the magic smoke fled from its circuitry bonds into the ether.
Erosion of the pump impeller from cavitation is technically due to insufficient "net positive suction head". The pressure at the inlet of the pump falls so low that the fluid will flash into vapor (steam). This can occur at room temperature and will happen more easily at higher temperatures and with changes in specific gravity of the fluid used. Of course this means virtually nothing to you but the terminology sounds so dirty I couldn't resist writing a comment.
In the service , we used a coolant that was not pressurized , along with a rust prevention additive , 0% boil , no cavitation. Engine could hit 250° and wouldn't blow a hose or head gasket.
Tip Make a vacuum fluid extraction device out of a shop vac and an old paint drum or large oil can. Grab a bulkhead air hose fitting and attach it to the lid of the container. Have a short length of hose go from the fitting part way into the container. Put another hole into the lid that you can attach the shop vac to. Seal up any leaks so you get a good vacuum. Now run a long hose to the container that you will use to suck up any liquids. Be careful with volatile liquids as the motor in the shop vac can make them go boom.
One interesting thing about this engine is the lifter has same part number for 7.3, 6.0 and 6.4. You don't see this issue in the 7 3s. 6 4s are super dirty engines, they use the engine to create more heat to burn soot in the filter instead of using downstream injection like others so more fuel and soot in the oil cause metal to wear quickly. I think the valvetrain wears too fast, increasing valve lash and wearing lifters. Worked on these for 5 years and miss them.
im maybe the most far away viewer (germany) of your videos and i really like them. they are based on facts, great to see the tear down, and your logic on the reasons for failure make most of the time a lot of sense to me, and im not a engine or car guy. I learn a lot here and really appriceate the time to take for this taredowns and analysis of this interesting engines. Thanks a lot. Grat achivements.
I recommend that you get a second pry bar and pry both sides of what you're trying to remove. Most of what you spend time moving from side to side on would come out much faster if you would pull them out straight. Great videos! Thanks.
Other than that cam and lifter this was a solid core. If it was mine it would've gotten a new cam and lifters when it failed and then put back into service. He probably made out well on this one honestly.
The 6.4 likes eating through front covers and getting coolant in the oil, and also the pushrods are a little long for these engines and they only have 16 instead of 36 so they each have to operate 2 valves a piece with a bridge over the two valves for intake and exhaust so they cause premature lifter wear. And the core engine block and connecting rods are not usually rebuildable. No brass bushings in the wrist pin and the crank likes to warp
Wow...plastic rocker retainers. You'd think that the entire world would have learned with the old early 90's Buick 3.8L V6 that this was a bad idea. Apparently not.
The rockers pivot on a large ball bearing. The retainers hold the assembly together when installing it. Really don’t need them once installed and the push rod is holding pressure against them. But when the lifter ground and became shorter, the ball probably fell out and the plastic broke. Just fyi. Later.
@@3UZFE it is called pre programmed obsolescence and was invented but the lightbulb company osram as they realised if they knew when the lightbulb would fail they could make money from it
One of the best engine wars bumper stickers I have ever seen (on a Ram 3500). "I'd rather be Cummin' than Strokin". I about spit out my coffee that morning.
Ive been waiting for a bad diesel engine. I cant wait till you get a variable compression engine especially the nissan 2.0 those are dropping like flies supposedly
Most neglected nissans are the volume cars and the 2.5s. the 2.0 vc turbo are in Infinitis and the altima vc turbo which are pretty rare. ive also witnessed one lock up in under 30k miles and it was the elderly couple's second engine.
my 2 cents worth .... i own a 6.4 and its truly a beast ( nothing on the road can beat it around here ! i deleted the DPF and EGR and installed a S and S tuner , i have driven diesels all my life and this one feels like a sports car that weights 4 ton. i intend on rebuilding it at or around the 250,000 area !
Only problem is that 6.4s really can't be rebuilt. Once you get it apart you'll quickly see that not much is good and parts super expensive for these engines. They were basically designed to be 150k throw away engines. You can buy a complete replacement crate engine from Ford for around $17k, but the kicker is that if you delete it which is the only way they will last, Ford won't warranty it if it breaks ( which it probably won't actually if you're good on the fluid changes.)
I think a big weakness of these is a lot were in company vehicles driven by someone who isn't personally invested in the truck. Add to that a business owner who's just concerned with keeping that truck on the job, it's a tough life for a truck
if your total focus was the ford powerstroke 6.4, i would camp here until i die! this was very informative in that, i now know where everything is and what to look for. great job with this posting!
Greatest demo of an engine so far; I don’t want to “Powerstroke” your ego. Watching your videos is my Sunday morning ritual. Keep them “Cummings” as well as the project car updates.
When I pulled heads off of a small block 305 and strip that down to bear block, I didn’t use new breaker bar or impact take the bolts out with a ratchet and socket and a cheer bar that’s all are used
Be glad that motor is already out of the truck ! That is a cab off chassis design ! I had a fleet of them and after warranty repairs were a nightmare so are the lower blend door actuators !
thanks again for investing that much time in a tear down, it always amazes me how filthy diesel engines get after being used, and thank you again for the lesson in component failure and the carnage it causes
These videos are awesome! Thanks for paying up for this core. Glad this one wasn't a complete disaster. although it would have made a great video. Hey look a WRX in the background!!
Bridge Crane with a winch is very useful and saves your back. Also I had a tear down table with a center drain hole to a 5 gal bucket, kept my shop clean.
Thank you for sharing this with me. I am a fleet mechanic for a public utility in California. My service area is the high desert in San Bernardino and Inyo counties to the Nevada border. This includes Death Valley. This blistering hot, dusty terrain can put any vehicle to the test. Most of the fleet I deal with are larger Navistar trucks with manlifts and digger derricks. But I also service about eight F550s.
In 2009, they replaced the older F450s that had the 7.3 with the new F550 with a 6.4. I was told this was a much better engine. That was odd because I didn't have many problems with the 7.3.
Almost immediately two of the trucks hand-grenaded the engine. Ford covered the engine under warranty but I had to do the work because they couldn't take off the cab. The trucks had a boom hanging over the cab. Since the truck couldn't start and run the PTO, the boom couldn't be rotated out of the way. I replaced both engines with the cab on. After that, Ford refused to cover the engines under warranty. They argued the trucks were too heavy for that engine. The trucks weighed about 17,000 pounds.
Over the next 10 years we had the F550s, I replaced seven engines, about a dozen turbos, High Pressure Pumps, Injectors, all with the cab on. I can't begin to tell you how much money that cost the company. And I am only one of 43 garages in the company. With the exception of the DPFs, Ford refused to warranty almost any other failures. When the cab and chassis were purchased, I am wondering if Ford knew ahead of time how heavy the finished trucks would be.
Nonetheless, we no longer have any 6.4s. I always wanted to take one apart. I always replaced the engine for the sake of time. A truck out of service leaves a crew unable to work. I wanted to take apart a core to see what happened but I simply didn't have the time or space. I would have gladly given them to you if I had known you. I am glad you made this video. Now I finally get to see what one looks like inside.
bought a deleted 6.4 with 170k miles. looks like new turbos, has check engine light now. have $16k in truck. would u keep or sell it? cant tell about fuel/ water pump replacement.
Life's fun at VeryZoned, isn't it?
I am somewhat of a 6.4 mechanic, once "built" properly these are actually marvelous engines. There are quite a number of factory "flaws", especially with the valvetrain and heads. The factory cam is designed for EGR, swapping to aftermarket, is known to make the valvetrain survive longer. Premature rocker and lifter wear is very common on a factory motor. Emissions delete is a must if you want the engine to survive. Factory cast pistons are known to crack on some engines as well. Properly built, these engines are a true monsters
yeah they're a great engine, you just have to completely re-engineer them and spend ~10k to fix all the shit Ford/Navistar/Renault didn't do correctly from the factory.
or you could just buy anything else.
You I think are the one to ask about rebuilding one with intention of making it good better best possible. It is possible?
So we still don't know where the metal came from?
@@jellyfrosh9102 international engine though!!!
Put the blame on them.
@@jellyfrosh9102 still better than a cumapart, or Isuzu
Engine.
As a 6.0 ps owner!
With 250 k non deleted 6.0 owner.
Laying down with my 2 year old and watching this. She got very excited when you mentioned glitter. 😆
That was a walk through memory lane for me. Back when trucks with these engines were coming to dealership for work while they were still within warranty, I had LOTS of these garbage 6.4 engines apart. The failed roller lifter and damaged cam lobe is exactly why that engine ended up in your hands. Just the cost of the labour, along with the cost of all the gaskets needed to cam and lifter that engine would have either matched or exceeded the cost to outright long block the truck it came. Of course, given choice between the two, it would have been a no brainer to go with the latter of the two. As you already mentioned from the beginning of the video, cam and lifter failure were very common on these engines. On the ones coming in still within warranty, with this exact failure would have resulted in a long block replacement as already mentioned. Other common items on these engines were prematurely worn out rocker arm tips, cracked pistons from overfueling injectors as well as cavitated water pump housings on the engine front cover. A replacement front cover will have a divot in the six o'clock location of the water pump housing to mitigate a repeat of this type of failure, so it's probably not worth trying salvage and resell that front cover.
BTW, the method you removed the cam from this engine is incorrect. The adapter you removed from the rear of crank to gain access to the cam gear is not supposed to be removed. This is why I used to call those six bolts the "DO NOT F*** WITH" bolts. The crank is machined from factory with that adapter bolted to it. By removing that adapter, you've essentially junked that crank, not that it matters. To access and remove the cam requires piston and rod removal, along with crank removal. So as you can imagine, the labour cost along with all the gaskets, along with the cam and lifters themselves is what made long block replacement the more cost effective route.
I can tell you’ve had your fair share of warranty time with 6.4s back then. Must’ve been a bitch and a half. Some Great knowledge man👍🏻
@@BrennonCorbitt6.7 YUP. And I don't miss working on them one bit. Trucks equipped with those engines were so bad, you couldn't GIVE me one! Ditto for E-Series vans with the 6.0L diesel. I don't miss working on them one bit! Just changing out a set of EGR and oil coolers on an E-Series van would get me coming home with my chest all bruised and scratched up.
I am doing a build with the "bad 6.4" we shall see.
I am pretty sure doing a full delete and tune will make all the difference.
Studs and an upgraded cam...I expect it will make good power and run strong as long as a 7.3.
I think the problem is all the emissions crap ,you know..egr,dpf etc
.I know Ford has to put these things on for legal reasons but it just kills them and makes them completely unreliable.
i dont understand, in this ??,day & age,,they still produce crap,,all manufacturers. engines these days should be bullit proof. ill keep my 351c. thrashed for 14 yrs, on lpg, with 302c heads. still starts first go. i think the oil pump is bad, running o.k, 40 ps, idle, crickets. nearly.. so much tech, goes in the bin, what happened to ''being green'',, being green is bs, as is all the climate bs,ev,s, solar wind ect. its money, nothing else..& sucker sheep..
@@keithcannon3682 Hopefully it will go like Lesbian in a Hardware Shop ...
This channel is great. It’s like a mechanical murder mystery.
Right 😂😂
Nice analogy!
Facts
Its like Adam Sandler does SVU
Agree wholeheartedly
Your indepth explanation is terrific. What I love about your channel is that you don't BS your way through a disassembly. I respect you when you say you don't know about something or how it works. Great job, TMP from N.J.
The copious use of plastic is a design feature. When the engine gets too hot from not enough oil, the plastic melts into a rudimentary oil! Genius!
There is a logic to all of it
That's Ford for ya.
@@rydplrs71 yum!!
built in safety, do the wrong thing, limp mode. such a waste of tech..
@Retired Bore and the plastic part was maybe a few cents cheaper…
There are aftermarket camshafts available that have a much smoother ramp profile on the cam lobes vs OEM. The smother ramp profiles makes them much friendlier to the lifters and rocker arms.
Contrary to much of what you hear, out of fear, I tore down my 6.4 after 340,000 miles. Before it had a chance to come apart. Only 2 cylinders measured out of factory tolerances and most of the bearings and engine internals looked great. 340,000 miles, with all original internals and original injectors/ pump. This motor had regular 5k oil changes and was EGR / DPF deleted since around 60k.
I installed a new smooth profile camshaft and de-lipped MaxForce pistons for assurance. Looking for another 300k.
I can't believe you made it to 340000 miles before tearing into it
"This motor had regular 5k oil changes and was EGR / DPF deleted since around 60K"
This would be the reason yours made it as far as it did, the emissions systems are the main cause of major failure in these engines. The engine without emissions is surprisingly good.
Hope you replaced the like 200 o rings. Any of which fail could nuke the whole engine.
I rebuilt one too, I like the 6.4 people think that I'm crazy.
Factory tolerance on an engine that absolutely sucked from the factory? It's not a Ford motor anyway.
Your narration is half the fun. That being said, years ago at the design room: "We'll use plastic. It's cheaper and no one will every know. It will save us $4 per engine!"
At Ford Quality is Job 37.
@@JamesSterling At Chrysler and GM its non existent.
@@rideon6839 Not true! Quality at Chrysler is a carefully calculated derivative of maximizing the bottom line verse staying in business. Only when they are about to go under does quality improve. See 1980 & 2010.
$4 per engine, probably $1,000,000 over it's production life - damn right we'll use plastic.
@@Krobear Doesn't work like that. They told Navistar how to build it. It is Fords fault
Someone had to have mentioned this already, but the water pump housings are prone to cavitation pitting and break-through. For the next engine teardown I vote for a Nissan VG30DETT or a VQ (any). Still love this channel!
He did a vr30 I believe
Absolutely, I drive a Nissan Frontier.
He did a VR30 Twin Turbo
I'd love a VQ40 for sure
Vg30dett would be interesting
As a powerstroke tech maybe I can shed some light. The 6.4 has a bad reputation because of the emissions. The process of regeneration kills the engines. Regeneration isn't done through a 9th injector like the duramax motors so it is done as a "controlled" over fueling. The problem is the trucks never completed regen because of city stop and go driving, or a bad air filter, or a sensor bias, derate etc etc. So the trucks stay in regen constantly which is hard on the motor. Eventually that fuel works its way into the motor and then you're lubricating the engine with diesel fuel. They typically burn piston rings (because of the overfueling) and throw lifters because of the poor lubrication. It isn't uncommon to drain twice as much oil out of them because the oil is diluted by fuel. Deleting them increases their lifespan substantially. If that isn't an option, then use quality filters, fix your check engine lights, look out for black tail pipes (means the dpf is cracked), and check your oil regularly to ensure it isn't over full.
How about the old 7.3 ??
BS. Oil cooler was also a huge problem in those engines.
You just gave a "green" light to Ford engineers to put automatic "stop/start technology" to "save on fuel" like GM did on their smaller turbo engines...that should help 🤣
@@CNCMatrix So don’t use it. There’s a button to turn it off.
@@rolandthethompsongunner64 No, there's not. Not in my car and even if there was it's just more more hoop you have to jump through.
I have a 08 6.4 and the lifter/ cam issue along with a blown head gasket caused me to do a rebuild. All the rocker arm tips were worn to nothing. The parts alone cost me $6500.00 with me doing all the labor. A long block cost was $13,000 at the time so I had to fix what I had. Your engine has been torn down before. The blue head gaskets are Felpro and the front crank seal is new. My truck has been running great since the rebuild and I only use synthetic oil in it.
Wow 7 1/2 hours. I appreciate your time and energy to keep putting out great content.
Kindly text the number above to support the channel ^^^^^^^^^^
"That's a massive shaft...."
Now that you have satisfied the mandatory "that's what she said" moment in the video, we can continue... Well done!
Thats a baby engine. Last time I was at the training facility in Detroit, they had an MTU 8000 there for training. each cylinder is 8 liters. I think it was a 16 cylinder. There were 3 levels of scaffolding to get up to the top of the rocker covers.
😂
That "Premium Guard" oil filter was a warning right there.
I don't have a lot to live for. For many reasons.
But this situation, with an awesome teardown is a hilight of my week. Thank you.
Geezus J B, I hope everything is ok, you wanna talk about it?
God bless you 🙏 JB! I hope you get well soon.
7 minutes in and less than 1/5 of y'all have liked the video. Come on guys! This guy deserves it!
Hey man it's difficult to like a video when it's full screen. Cut us a little slack
Amen brother.
One of my fellow Ford technicians said it best, “They made this engine 3 years too long”.
That was ME Bruno.
@@michaelchan8915 Yes it was. Chris Brady credited you with that and I love it!
Blessed day when we get a 50 minute video teardown
The water pump housing on the front cover has issues where cavitation (tiny bubbles exploding due to impeller speed) erodes the pump housing. Ford released a coolant additive that helps to reduce or eliminate it, but if you never knew about it, doesn't do ya much good.
Is this how cavitation looks?
@@jeffreygoss8109 not really, this looks like the pump was coming apart and ate a partial vane or had a lot of bearing play and was scraping the housing, cavitation looks more like shot blasting or sandblasting but not as even and deeper, like little cavities, water is a powerful mistress under the rite conditions, it be easier to tell if cleaner with a better closeup
My understanding is the factory clearances for the back of the water pump to rear wall was off. Most of the early 6.4's were like this.
No...it is not rare or unusual.
If you get ahold of an early water pump and do a rebuild you better check to see if the impeller even moves. I have heard tell of builders having to pull an engine back out for this very thing.
The water pump on there is not oem for an early 6.4.
Wondering how much you want for that studded 6.4 you have.
I was going to do a build on mine but if the price is right....
Everyone knows what cavitation is.
If they don't then they have know business asking what is means.
All diesels are prone to it, due to the high compression, the liners(wet liner blocks) can flex and cause pitting and failure. Yes you need to put a Nalcool type product in the coolant and check for nitrate levels during maintenance.
@@mikeworkman3593 Gatekeeping the secret knowledge of cavitation? Seriously? Anyone who doesn't know and wants to learn should ask.
When I saw the engine of the day was going to be a 6.4 powerstroke my back started to hurt. Thanks for taking one for the team, I'm glad you had so many resaleable parts.
These are why those engine bay ladders with a platform to lay on exist
Looking at all of this exquisite engineering, it is hard to believe that they are going to throw all of it on to the trash pile for "electric vehicle". Blows my mind...........(I am sincere. Disregard the previos two comments by other posters) Internal combustion engines are a 7th wonder of the world.
Electric vehicles are a scam and a fad.
I'VE BEEN WAITING FOR MORE DIESEL ENGINES! Also, obligatory first comment. Love the videos, and love learning what can be learned.
Had a 6.4L for 14 years and 34,500 miles, deleted at 10K. Sold it for $27,500 in 2022. It was spotless inside and out and it never saw the dealer. It was a good truck for me and pulled like a freight train. 🤷🏽♂️
I worked on very large diesel generators in a past life back in the 70's, All of the diesel trucks I own all have the 7.3 power-stroke in them. I have not had any of them fail. We have had to replace the under the valve cover wiring harness on a few. The 7.3 is a International T444 with some changes made for Ford. I was disappointed to see all the failed plastic parts in this engine.
I enjoy seeing the tear downs each week. Keep doing them the way you are. I like the no BS way you do them.
Yeah, this among other things was why Mulally (former aerospace engineer) had to come in and save Ford. These failures happened while he was there but the 6.4 was developed before he got there. His contribution was the 6.7 and we all know how that went. We can also give him credit for the 5.0 Coyote and the whole Ecoboost line. I know some people really hate the Ecoboost motors and they had some reliability issues especially early on, but overall they were a hit. Dude really knew what he was doing.
All of internationals motors took a major downturn in the early 2000s after the 7.3 (my main truck has one) was fantastic after that the reliability only went down fast, same with the Maxxforce series
@@brody4886 EPA Dam EPA
those inter engine where crap 6.0 replace it later lol and the 6.4 after all deception in ford diesel
@@poubs_entertainment the 7.3 was a great engine I've seen them with almost a million kilometers and the only problem with the trucks iss they are rusted right out international engines didn't turn to crap until the 6.0 then they never came back from that
Loved this teardown! I recently bought a low mileage 6.4 Superduty and so far it's been great! It's amazing how many guys I've heard criticize this engine but then say they own one and like it? Keep tearing engines down please! I really enjoy your channel!
How many miles does it have?
They are absolute monsters and great until they break. If you have a lift in your garage to pull the cab, and love fixing broken chit then they are great. The main issue with them is they were such a short run 08-10 that it cost a fortune to fix them. Never mind all the crap you gotta do to even reach the motor.
I've heard they seem to last longer if used for work and not tuned....not being driving as a car every day
I’m a huge fan of the light duty diesel tear downs! Keep up the great work!
Medium duty?
Super dooty *
They are great motors if you have the emissions and head work done. As long as you don't tune it to death and fix the short comings, as you say they run great and will last if taken care of. Thanks for sharing your work again! Great evening and weekend to you and your family.
I think it's shortcomings (one word), or in this case, is it actually short-cummins?? Ok, yeah, I get it, it's not a cummins, but in this case is less (short) than a cummins
Yeah except for a cp3 failure that causes 12-15k in damage.
@@alecchamberlain4231 6.4s don't run a cp3
@@tylergolden8663 I'm pretty sure they run a cp3. Unless they run a cp4? Which was not out at that time
They run a k16 pump
I was just waiting for the 1/2 breaker bar to snap at the prongs. Good call switching to 3/4. 51 minutes of my life gone and i have no regerts.
Eric you are indeed a man of your word and I greatly appreciate you bringing the Ford on and if you remember I'm a Ford man blue and blue, and I only wish you could have brought on an engine that I respected, however you brought a Ford in there and I enjoyed your quips about Ford and their engines. Keep up the good word you're a blessing to me and my wife we always enjoy watching this on Saturday night or Sunday after church!
Arkansas here... Man you should do a small airplane engine that would be awesome!!
See that's what i said cept not in arknsas ,
Would he have the patience to remove all the safety wire if he did get an aircraft engine?
You are real good at making real mechanical content with jokes and fun.Keep making video’s us mechanics enjoy this kind of entertainment.I learn a lot every video
When i worked at the dealership and we had the 6.0 first come in, they came in with check engine lights on, fresh off the trucks. But with 6.4s we had to push them off the truck brand new. Later revisions are great and built 6.4s are amazing but yeah, problem child.
You put so much work and time into theses videos and are by far one of my favorite TH-camrs. Keep up the great work! Deserve so much more publicity!
Common problem of the 6.4 front cover is cavitation from the water pump that lead to filling the block with coolant
You realise that the whole idea is to have the engine block full of coolant?
@@johncoops6897 not in the timing set or the oil pan 🤡
@@johncoops6897 I think he meant to say Crankcase ...where the Oil Lubrication dwells.
cut them a break, it is probably the first water pump the recently hired engineer designed
My parents had a 6.4 in their F450. Constant problems while they owned it with overheating and going into limp mode. It went to different shops but never got figured out. Driving empty or lightly loaded was fine. Hook it up to a 14k travel trailer and it would go into limp mode after about 1 hour of drive time. Limp mode and a 14k travel trailer is no fun.
Observing the wear and the grinding of metal, I'd have to assume the oil wasn't changed nearly often enough. The oil pump is shot, too. No way it can pump all that debris and not be worn. Keeping in mind oil filter by-pass happens well below operating pressure, so the trash that isn't caught, will circulate.
These get really really bad oil dilution via fuel. One of the main causes for these to blow up actually. Considering the oil still in the filter housing was soupy and pungent, that's probably what blew it up.
I don't claim to be a furd 6.4 mechanic, but I used to work on marine propellers. We'd see cavitation and it ERODES metal. It does not score metal. That water pump housing looked to me like a previous water pump failed somehow and the impeller walked backwards and contacted that housing grinding/scoring that water pump housing.
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I’m sure you already know this well, but to add that for others, cavitation is kinda nuts. The fluid essentially experiences low enough pressures that bubbles form, but then experience high pressure that causes the bubbles to burst and this fucks shit up.
@@thomassmith4148 yes it is. I explain it to people as tiny explosions that remove metal when they pop
Yes the 6.4 suffered majorly from cavitation. The 6.0 did too. And your correct about the water pump walking. When one needs a water pump just go ahead and count on front cover replacement. 6.4 makes great power but they are time bombs.
@@gavinkeller183 Do you think guys were better off sticking with their old but well maintained 7.3's or going with 6.7 and skipping 6.0 & 6.4? Of course nobody who got hosed with those two 7.3 replacements had a crystal ball. A lot of small businesses went under when those then new 6.0/6.4 trucks crapped out.
Thank you for this video. You put a lot of time into this one, for sure.
My favorite saturday night viewing! I was a little bummed that there was no catastrophic damage, but still enjoyed this one! Still hoping you get any kind of VW or Audi W block.
6.4 has a beefy bottom end, sometimes the pistons crack, the lifter failure on 6.0 and 6.4 is fairly common. The lifter is used in other engines but on 6.0/6.4 one lifter gets the load of two valves. Always replace lifters if you pull the engine. After 250-300k it’s a gamble. I think it was under engineered. 7.3 did not have 4 valve per cylinder. Check the oil pump section of the cover. They get scored up pretty bad due to tight tolerances.
I’m just going to say there was a slight “clench” when it almost rolled over while loosening the head bolts lol
Why, it's an old core. We used to roll them around with a forklift tearing them down as an apprentice(90s). Not this engine, I never work on something that tiny.
Hey Eric. I find you to be one smart dude. You pull stuff apart that you’ve never tackled before and bam, it’s apart clean. Great job with the Power Stroke engine bro. Excellent video. Big Al.
Fifteen years ago I was given a 95 Escort (1.8L manual). It had a bad knock/rattle. Lifter roller had turned sideways and broke the retainer. Lifter looked just like the failed one here, flat on the roller. Cam was scratched but serviceable. After replacing the lifter and retainer, I drove the car for 50k miles before selling it. Lifter failure happened when previous owner over-revved the engine by going into 1st gear instead of 3rd on a freeway exit. Love your content!
My hernia hurts just watching this tear down.
Finally! I'm so excited. I don't even own one but I'll enjoy this. I've driven them all...7.3, 6.0, 6.4 and 6.7. I should've known that the "six four" would be the easiest core to find. Anyways I'm comfortable now and pressing ▶️! 🍿
Former diesel tech here. Most of the catastrophic failures that the 6.0 and 6.4 have are a direct result of the owner. Either from lack of maintenance or "tuning" (I use that work VERY loosely, just turning up the boost and fuel for maximum smoke production doesn't really qualify as tuning, but that is what most diesel owners do).
That said, the "small" failures that these engines have (or really any modern diesel) cost literally thousands of dollars. All of the common-rail truck diesels have really common and expensive issues (and they're usually the same between all the engines), the 6.0/6.4 just had them the most often.
6.0>6.4 any day
rolling coal is mandatory in the hillbilly and poser community
@@justinpeterson6839 yup. mine 375000 mi..06..6.0. 3 egr filters. A few injectors. Oil still runs clean. Gas it to keep it clean. 300 hp , can't really hurt it. No def.. The 6.0s are actually the ones to get. Just keep up with the parts. Good oil, and coolant. The only reason Ford moved out of it, was EPA beating them about emissions. AND the customers howling for more hp and torque. For me The fact that it is a high mileage diesel , the previous business did recalls , and upgraded replacement from Ford.
I really appreciate the effort you put in to produce videos like this. I really love taking things apart to understand how they work. I’ll never buy a 6.4 powerstroke for any reason! Thanks again!
I’m glad Adam Sandler found his true calling LOL. My buddy just bought a 2008 6.4L… I’m his mechanic… this info is invaluable. Thanks for the great content !!!
You are correct, there IS a more techical term for the what you called the 'injector hold down brackets'. It's "Brakcet, Hold Down (Injector)". The more you know *wierd music and a star
Really doing gods work. This kind of passionate education could come in handy to somebody in a way we can’t predict
I’m thinking this was abuse by the owner. Looooong oil change interval and didn’t take care of it. Another great video!
They are good engines, just don't tolerate lack of maintenance.
@@user-rn3rn6nl3h These were deleting themselves with under 80k miles, its not a good engine at all. Did you see all the plastic?
@@BudMasta mine has 177k
281k on mine. With many well into the 300k range on original engines. Not saying they don’t have issues, just saying there plenty high mileage 6.4s out there too.
My cousins bought one of these at 276,000 miles. I think it’s a gem.
I look forward to your videos every weekend. If you can find a W11 out of a R53 Mini Cooper I’d love to see a tear down
Great tear down. I’ve wanted to see a 6.4 inside. Looks a lot different than my 7.3 for sure.
It is an anchor compared to the 7.3
Another excellent video Eric. Look forward to your new ones every weekend.
The 6.4l is actually a pretty nice engine. I think the key to longevity is DPF and EGR delete. There are a few quirks but overall a good engine.
As always, a "great escape" for the weekend. Love the wry humor and the "impact" analysis. Learn something every week. BTW--I used to have "pet names" for some of my tools, back in the day.
Nice! Its Bill @ PSH's favorite Ford/Navistar diesel engine! Liked them so much he had to quit working on them.
Generally the problem with these is not the oil pickup clogging they dilute the oil with diesel to the point where they begin to take out top end components and eat the rocker arms
They have lots more issues than that basically all the issues that the 6.0 had they just replaced the problematic HEUI system with an even more problematic common rail system and added an oil dilution issue
The 6.4 PowerStork is the reason when I window shop for F-250s, F-350s and Excursions, I only go from 2007 and older.
Lol the 6.0 is a piece of crap too ...
@@earlscheib7754 But the 6.0 and 7.3 have the virtue of being bullet-proof-able. I don't think anyone tries to make the 6.4 bullet-proof when it's more like bullet-riddled.
I have herd the 6.4 horror stories also. But looking at you take it apart it looks well built. The failed lifter roller was an unfortunate issue for that engine.
Hello Eric from central valley CA. New to your comment section. Watched almost all of the teardown videos. I really do enjoy them. Being an old school gearhead with all the tools to do mechanical work. But also the old body that has the wear like the engines you pull apart. Can't say I'm ready for the body farm.
Brings me to why I'm sending this. Lifting the crank of the 6.4 power stroke diesel the way you did. You will have a back like one of them 3 angle rods you have found. ( Those are very impressive by the way ). If you keep one on the wall or counter at the yard. Look at it to get a reference of the future!! Mine is getting a maintenence job in the very near future.
The powerstroke water pump housing has same markings as a pool pump. Replaced impellers on mine but never a housing. Unless the housing cracked or melted.
Again, I enjoy the chanmel.
I look forward to your videos every Saturday
This is an interesting tear-down. Thanks for the video. When I saw your 1/2 inch breaker bar start to bend, I knew those were some very tight bolts. Why don't you use an engine hoist or that fork truck to pick up those heavy parts? Take it from someone who's had back surgery and now has titanium bars on my spine, your spine isn't meant for heavy lifting. I learned the hard way.
so did I doing lead roofing. i had to be stupid and learn the hard way. two operations and it's not bad. Eric just don't lift stuff that's too heavy, you won't get away with it.
Stay safe!!!
We were all to tough ( read.stupid ) in our youth to listen to the old mentors that were trying to do there job and protect us from ourselves. I understand now, being that mentor that it doesn't mater what you tell the young ones. If you save a few from themselves you've done your job the best you can.
I have been waiting for this. I do not really have a life.
@33:35 I'm an IT guy, and back in the day a buddy of mine in our computer technical support shop managed to plug one of those allegedly "idiot proof" D-shaped power plugs BACKWARDS into a 250 GB hard drive, which back then was worth $250, 1:1 dollar to gig.
(Mostly) he and I (suppressing laughter) watched in horror as the core of the Texas Instruments DSP chip on the drive's circuitboard turned a starry bright white as the magic smoke fled from its circuitry bonds into the ether.
Erosion of the pump impeller from cavitation is technically due to insufficient "net positive suction head". The pressure at the inlet of the pump falls so low that the fluid will flash into vapor (steam). This can occur at room temperature and will happen more easily at higher temperatures and with changes in specific gravity of the fluid used. Of course this means virtually nothing to you but the terminology sounds so dirty I couldn't resist writing a comment.
Thank you! I now understand that phenomenon!
this is why I am looking at a cavitation heater for my house
In the service , we used a coolant that was not pressurized , along with a rust prevention additive , 0% boil , no cavitation.
Engine could hit 250° and wouldn't blow a hose or head gasket.
Possibly just not correct antifreeze
Yes sir as a powerstroke tech for years i can say i have made a ton on these engines. Especially timing cover replacements.
Tip
Make a vacuum fluid extraction device out of a shop vac and an old paint drum or large oil can.
Grab a bulkhead air hose fitting and attach it to the lid of the container. Have a short length of hose go from the fitting part way into the container.
Put another hole into the lid that you can attach the shop vac to.
Seal up any leaks so you get a good vacuum.
Now run a long hose to the container that you will use to suck up any liquids.
Be careful with volatile liquids as the motor in the shop vac can make them go boom.
Long post, but what's your point? This isn't the "DIY Life Hacks" channel.
One interesting thing about this engine is the lifter has same part number for 7.3, 6.0 and 6.4. You don't see this issue in the 7 3s. 6 4s are super dirty engines, they use the engine to create more heat to burn soot in the filter instead of using downstream injection like others so more fuel and soot in the oil cause metal to wear quickly. I think the valvetrain wears too fast, increasing valve lash and wearing lifters. Worked on these for 5 years and miss them.
im maybe the most far away viewer (germany) of your videos and i really like them. they are based on facts, great to see the tear down, and your logic on the reasons for failure make most of the time a lot of sense to me, and im not a engine or car guy. I learn a lot here and really appriceate the time to take for this taredowns and analysis of this interesting engines. Thanks a lot. Grat achivements.
I recommend that you get a second pry bar and pry both sides of what you're trying to remove. Most of what you spend time moving from side to side on would come out much faster if you would pull them out straight.
Great videos! Thanks.
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This channel is awesome. I love watching these teardowns. I hope your channel keeps growing.
YAY Another episode of Eric's bad decision! Nice way to spend a Saturday night...looking for carnage!
Other than that cam and lifter this was a solid core. If it was mine it would've gotten a new cam and lifters when it failed and then put back into service. He probably made out well on this one honestly.
The 6.4 likes eating through front covers and getting coolant in the oil, and also the pushrods are a little long for these engines and they only have 16 instead of 36 so they each have to operate 2 valves a piece with a bridge over the two valves for intake and exhaust so they cause premature lifter wear. And the core engine block and connecting rods are not usually rebuildable. No brass bushings in the wrist pin and the crank likes to warp
Wow...plastic rocker retainers. You'd think that the entire world would have learned with the old early 90's Buick 3.8L V6 that this was a bad idea. Apparently not.
The rockers pivot on a large ball bearing. The retainers hold the assembly together when installing it. Really don’t need them once installed and the push rod is holding pressure against them. But when the lifter ground and became shorter, the ball probably fell out and the plastic broke. Just fyi. Later.
Designed to fail vibes.
@@3UZFE it is called pre programmed obsolescence and was invented but the lightbulb company osram as they realised if they knew when the lightbulb would fail they could make money from it
@@186scott pre programmed? Its planned lol
@@morpheus_9 yep but for some reason that is what they decided to name it pre programmed obsolescence when today we would called it planned
One of the best engine wars bumper stickers I have ever seen (on a Ram 3500). "I'd rather be Cummin' than Strokin". I about spit out my coffee that morning.
Ive been waiting for a bad diesel engine. I cant wait till you get a variable compression engine especially the nissan 2.0 those are dropping like flies supposedly
Lemme guess, people aren't changing the oil on a regular basis...
A Nissan customer not properly maintaining a vehicle? Say it ain't so
Most neglected nissans are the volume cars and the 2.5s. the 2.0 vc turbo are in Infinitis and the altima vc turbo which are pretty rare. ive also witnessed one lock up in under 30k miles and it was the elderly couple's second engine.
Given how new they are and high failure rates i doubt he'll have easy access to one since the dealers might get them first
Love your commentary as you go. Those yellow markings may be from a rebuild when tightening the bolts. Have a blessed day 😍👍
Kindly text the number above to support the channel ^^^^^^^^^
I wouldn't mind seeing a ford 460 or a 4.0L v6 SOHC. Really though, all videos are entertaining. Thank you
my 2 cents worth .... i own a 6.4 and its truly a beast ( nothing on the road can beat it around here ! i deleted the DPF and EGR and installed a S and S tuner , i have driven diesels all my life and this one feels like a sports car that weights 4 ton. i intend on rebuilding it at or around the 250,000 area !
Only problem is that 6.4s really can't be rebuilt. Once you get it apart you'll quickly see that not much is good and parts super expensive for these engines. They were basically designed to be 150k throw away engines. You can buy a complete replacement crate engine from Ford for around $17k, but the kicker is that if you delete it which is the only way they will last, Ford won't warranty it if it breaks ( which it probably won't actually if you're good on the fluid changes.)
I think a big weakness of these is a lot were in company vehicles driven by someone who isn't personally invested in the truck.
Add to that a business owner who's just concerned with keeping that truck on the job, it's a tough life for a truck
if your total focus was the ford powerstroke 6.4, i would camp here until i die! this was very informative in that, i now know where everything is and what to look for. great job with this posting!
Greatest demo of an engine so far; I don’t want to “Powerstroke” your ego. Watching your videos is my Sunday morning ritual. Keep them “Cummings” as well as the project car updates.
the sound from the breaker bar is awesome
Use a razor or a wire wheel to get the carbon off the cylinder walls at the too of the bores. Helps out alot with getting pistons out.
When I pulled heads off of a small block 305 and strip that down to bear block, I didn’t use new breaker bar or impact take the bolts out with a ratchet and socket and a cheer bar that’s all are used
The cleaner pistons can be from a small head gasket leak--- the coolant will steam clean the piston.
Yes, that's what happens on the 6.oh when the EGR cooler fails.
Be glad that motor is already out of the truck ! That is a cab off chassis design ! I had a fleet of them and after warranty repairs were a nightmare so are the lower blend door actuators !
"Time for a larger hose, and a bigger impact." TWSS.
thanks again for investing that much time in a tear down, it always amazes me how filthy diesel engines get after being used, and thank you again for the lesson in component failure and the carnage it causes
Remove EGR from the equation and diesels are much cleaner running than what we have here.
Pretty insane how much plastic is present in this engine. Also four bolts per cylinder is surprising too.
Weak four bolt design
My Briggs and Stratton vtwin uses 6 bolt per cylinder
The egr system ends up turning the oil into soot, so the oil quits being oil and turns into a soot / oil mixture and doesnt lubricate very well
These videos are awesome! Thanks for paying up for this core. Glad this one wasn't a complete disaster. although it would have made a great video. Hey look a WRX in the background!!
Need to get your hands on a FA24D. These things have been making headlines. Especially if they have a clogged oil pickup from the factory.
My wife and I love you're channel. Definitely make it easier to convince her to us good fluids and top quality parts in are vehicles.
That particular lifter was made on Friday
Bridge Crane with a winch is very useful and saves your back. Also I had a tear down table with a center drain hole to a 5 gal bucket, kept my shop clean.
I just wanted to share that your videos are the few I watch from beginning to end. you create some grade 'A' content.
Nice Nomad! You’re a hero for saving it. Hope Dani is ok.