I remember a buddy of mine losing a rocker arm on his while towing his Corvette from Ohio to Washington. Not sure if that was common, but I remember it was a pricey evolution.
Mike
2002 Silverado 2500 HD 6.0 Crew Cab long bed
2012 Passport 3220 BHWE
Me, the Wife, two little ones and two dogs.
NewsW wrote: Just a note here for the 6.4 people...
Navistar did create a 6.4 workalike in the Maxforce line, but it is quite different from the 6.4 based on the VT365.
Note the block of the current Maxforce is Compacted Graphite Iron... fundamentally different.
Reason: had to meet new emissions rules and the old VT365 based engine just couldn't cut it.
Few people understand that the decade of 2000s is a huge challenge for the entire diesel motive power supply chain.
From fuel supplier to technicians servicing them.
We changed from diesels with nearly no emissions (except for CCV) to full emission systems from reformulated fuel (ULSD and mandatory biofuel blends in most places), to DPF, DOC, etc.
Most of the old beasts we had just simply could not meet the grade.
Note that some very big names, like CAT, ultimately withdrew from the on road market as a result.
To me its the displacement and architecture ,engines evolve yearly even materials change
but a SBC is always SBC.
The rest is splitting hairs
Except when it is not. A new SBC is not an old SBC. The LSX shares nothing with the old SBC, That would be like saying a SBF is a SBF. The old SBF shares nothing with the mod motors or the new SBFs. Just because something is the same displacement does not make it the same.
We just went over 50,000 miles on ours with no problems except radiator change out, a reflash, and a "major oil leak".
The leak turned out to be a rolled over o-ring at the base of the dip stick. Ever hear how a little oil can go a long way? Three different dealers told me I had "a major oil leak", but never came up with the cause or a solution. I went to a "truck only" dealer (Rush Truck Center, Orlando, FL) and they found the problem in half a day. Not a leak since.
ls1mike wrote: I remember a buddy of mine losing a rocker arm on his while towing his Corvette from Ohio to Washington. Not sure if that was common, but I remember it was a pricey evolution.
On the 6.4L with 100,000+ miles rocker arms are becoming an issue. The tip wears through the surface hardening, and then the rocker arm fails. Originally the Ford dealer thought that this was the case with ours, but low compression on cylinder #8 proved otherwise.
ls1mike wrote:
hone eagle wrote:
NewsW wrote: Just a note here for the 6.4 people...
Navistar did create a 6.4 workalike in the Maxforce line, but it is quite different from the 6.4 based on the VT365.
Note the block of the current Maxforce is Compacted Graphite Iron... fundamentally different.
Reason: had to meet new emissions rules and the old VT365 based engine just couldn't cut it.
Few people understand that the decade of 2000s is a huge challenge for the entire diesel motive power supply chain.
From fuel supplier to technicians servicing them.
We changed from diesels with nearly no emissions (except for CCV) to full emission systems from reformulated fuel (ULSD and mandatory biofuel blends in most places), to DPF, DOC, etc.
Most of the old beasts we had just simply could not meet the grade.
Note that some very big names, like CAT, ultimately withdrew from the on road market as a result.
To me its the displacement and architecture ,engines evolve yearly even materials change
but a SBC is always SBC.
The rest is splitting hairs
Except when it is not. A new SBC is not an old SBC. The LSX shares nothing with the old SBC, That would be like saying a SBF is a SBF. The old SBF shares nothing with the mod motors or the new SBFs. Just because something is the same displacement does not make it the same.
The traditional small block Chevy, and the LS series share the same 4.4" bore center.
I only know one guy personally that owned a 6.4L. His blew up at 180,000 Km (~120,000 miles) with his RV in tow a thousand miles or so from home. Some kind of an issue with a rocker arm. He also had to pay out of pocket for radiator #3 or 4 which was a huge expense.
2010 Cougar 322QBS 5er
2007 Dodge 3500 SRW Megacab, 4x4, 5.9L Cummins, 3.73, 48RE auto HYPERTECH MAX ENERGY or DIABLO PREDATOR tuning MBRP 4" Turbo back Scangauge2 for Boost, Coolant temp, Rail press & Trans Temp
Torklift Stable Loads
I've got 61k, and had the radiator replaced around 20k under warranty. Last month I had a radiator hose start leaking. My trucks weight is 9060 lbs with the family before hitching the the 5th wheel. Once hitched I'm at 23320 so I won't complain about fuel mileage. It tows, hauls,and rides well.
JOB 1 '08 F-350 4X4 LARIAT CC 6.4 DRW 4.10
B&W COMPANION 5TH WHEEL HITCH
EDGE INSIGHT GAUGE CLUSTER
FORD MOBILE EASE HANDS FREE SYSTEM
08 HEARTLAND BIGHORN 3670RL
I will bet you a billion billion dollars a day for a billion days at a billion to one odds that the 6.4 PowerStroke diesel is not installed in any new production vehicles!
Hi, that could be a very costly bet; This engine is presently used in a Monaco Vesta motorhome. (owned by Navistar)
No, it's not. Again: I will bet you a billion billion dollars a day for a billion days at a billion to one odds that the 6.4 PowerStroke diesel is not installed in any new production vehicles. International's MAXX-Force 7 is not a 6.4 PSD, any more than their VT365 is a 6.doh or their T444E is a 7.3 PSD.
Hi, somehow I knew that you would try to weasel out on the name of this engine versus the actual build of it. Ford = Powerstroke and Navistar = MaxxForce 7. This is one and the same engine with slight differences in use of turbos, EGR coolers, and later the block casting material. Same thing, different name. This is the same engine and you can keep your fictitious billions. What you are saying is if I told you that a "Merc-O-Matic" wasn't the same thing as a "Ford-O-Matic" because the name is different.
Bob
2005 Airstream Safari 25-B
2000 Lincoln Navigator
Equal-i-zer
Yamaha 2400
2008 6.4 with 47k miles. replace two injectors at the begining, Auto ac control needed replacement and the dpf issue which all 3 had issues with the first year.
I deleted dpf/cat and tuned the truck.
I can't say I have had major issues. It drives great now takin off the emmissions stuff.
2009 Jayco Eagle 324BHDS
2008 F250 King Ranch 4wd
2005 GLacier Bay 2670 Cat
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