It’s important to know that the ’08-’10 Super Duty’s were designed to have the cabs pulled to perform most major engine repairs.
Read on for a closer look at the 6.4L’s most notorious failure points and what you should be on the lookout for if you own one or plan to buy one. And because the repair costs on a 6.4L are so high (often double what they would be on a 6.0L Power Stroke), many owners simply walk away from the truck. In most cases, the engine itself suffers some type of catastrophic failure between 150,000 to 200,000 miles.
5.9 CUMMINS REAR MAIN SEAL CRACKED
After a five-year production run of the 6.0L Power Stroke brought failure after failure to light, the Ford faithful-who were ready to usher in a new, hopefully more reliable power plant - leapt at the chance to get their hands on them. While the 6.4L V8’s compound turbocharger arrangement, common-rail injection system and 350hp and 650 lb-ft looked good on paper (and 550 to 600 horsepower eventually being achieved with just a programmer), the honeymoon was short-lived.įailed emissions control components, fuel system contaminants and corrosion, leaking radiators and hoses, cracked turbo up-pipes and severe oil dilution all plague the 6.4L Power Stroke-and the problems only get worse with age. When the 6.4L Power Stroke was introduced in 2007 (for ’08 model year Ford Super Duty’s), it had a lot to live up to.