![]() As a result, the horizontal cooler tends to fail before the vertical cooler. Exhaust enters the horizontally-mounted cooler first, so it experiences more heat than the vertical cooler. However, these coolers are still prone to cracking. This dilutes the oil, which may make it less effective at lubricating the engine.ĮGR cooler: To address the EGR cooler failures of the 6.0l, Navistar added a second cooler to spread out the thermal load. The process also forces diesel into the crankcase. This hampers performance and increases temperatures across the engine. Over time, this filter can become permanently clogged, forcing the engine to stay in regen mode and eventually requiring replacement. During regen, power and fuel economy drops while exhaust temperatures increase. Once the filter is full, the engine goes into regen mode, spraying diesel during the exhaust stroke to burn off this soot. For this reason, addressing 6.4 Powerstroke problems by upgrading failure-prone components may result in larger cost savings over the vehicle’s life than any other model on this list.ĭiesel particulate system: The particulate filter captures soot from the exhaust gas. This adds several hours of labor to repairs, making parts replacement far more costly on the 6.4l than other Powerstrokes. Many engine components can only be accessed by lifting the cab. These problems are compounded by the design of the truck. While the 6.4l did address some of its predecessor’s problems, it also added new ones. Tuners quickly found ways to increase power with just a few ECU programming changes, while commercial owners appreciated the stock engine’s overall improvement in power and fuel economy. However, a better oil cooler may still help with keeping oil temperatures under control.įord 6.4 Powerstroke Problems (2008 – 2010)Įarly on, the 6.4l liter promised to address most of the problems with the 6.0l, while offering better overall performance. Oil cooler: The cooler used in these engines is less fragile than those found in earlier Powerstrokes. EGT sensors are used by the ECU to monitor the catalytic converter and diesel particulate filter. Extreme exhaust temperatures can cause the sensor to strip the exhaust bung during removal, requiring retapping or replacement. This cooler still has the failure characteristics of most other factory coolers, in regards to overall expansion and contraction of the metal parts.Įxhaust system issues: Exhaust gas temperature (EGT) sensors fail so frequently that Ford extended the warranty on this part. This cooler design is a cartridge style as well, so when applicable the core or guts of the cooler can be changed, rather than the entire assembly. That said, there are still some common 6.7 Powerstroke problems you should watch out for.ĮGR Cooler: The redesign moved the EGR cooler to a location that makes it easier and less costly to replace. The result wasn’t just a better fit for heavy hauling and towing, it was also a major improvement in reliability. This includes reverse flow heads, valves with individual pushrods, and an air-to-water intercooler. Since this engine was built specifically for their trucks, the engineers were able to add new features that improved drivability and performance. Here’s some of the most common problems for each generation.įord 6.7 Powerstroke Problems (2011 – 2016)Īfter dealing with the problems of the Navistar-designed Powerstroke engines, Ford decided to develop the next Powerstroke in-house. see if it's low or milky.Ford Powerstroke Problems Across Generations I give this a almost completely unlikely chance but stranger things have happened.Ī side note: you may also want to check your trans fluid if it's an automatic. If it is not your radiator the only other place that higher pressure oil and water could mix is by a very strange crack in the block that only goes between a high pressure oil spot and somewhere that there is coolant. I am pretty confident it is your radiator though. ![]() If you want to go crazy you can hook up some test line to the oil inlet, plug the outlet, hook up some compressed air, and see if you hear hissing inside the radiator. Thoroughly check for any cracks or damage around the fittings on the radiator. This is also the only point where they are close to mix if there was a break and has potentially higher oil pressures than the coolant pressure. Both the engine oil and trans oil passing through the radiator should be higher pressure than the water which is good news for you, there shouldn't be water in places it can damage, oil in water doesn't do much. The radiator on these are a single unit containing the engine cooler and a transmission cooler, if you have an automatic transmission. If the head gasket was blown you would get the classic water in oil and not oil in water. This engine is a single in block cam engine so there should be no high pressure oil going to the heads across the head gasket. ![]()
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