![]() ![]() In this extreme heat, the soot breaks down, the filter is cleaned, and the whole process starts over. The raw fuel then travels out the manifolds, through the turbine of both turbochargers, into the downpipe, through the catalyst and finally into the DPF where it burns at temperatures around 1,100☏. Once the soot threshold is reached, the computer injects extra fuel during the exhaust stroke when the valves are open. That sounds simple enough, but the regen process can be detrimental to your 6.4. Once enough builds up, the soot is burned off in a regeneration process, turning the harmful chemical compounds into water, nitrogen, and oxygen. The DPF is part of the exhaust stream and is essentially a reusable filter which collects soot. The two players we’re interested in are the Exhaust Gas Recirculation (EGR) and Diesel Particulate Filter (DPF) systems. In order to comply with federal regulation, the 6.4 was fitted with two major and several minor emissions control devices. In this installment of What Breaks When, we’re going to cover the most common failures, symptoms of the problems, and how to keep that 6.4 running on the road for many miles to come. Today, the newest 6.4s are nine years old, and by now there are several well documented issues to look out for. While the new engine created much less pollution than earlier models, it came with a cost: a sharp decrease in fuel mileage and a whole host of other side effects. The new powerplant was celebrated at first, but 2008 also marked the first year of a new level of federal emission regulations, which meant all ‘08 and newer trucks had to be equipped with a few extra bits to make sure the exhaust coming out of the tail pipe wasn’t harmful to the planet. At the time, no other diesel was able to make that much extra power with so few changes, and even with modern trucks, a 300hp gain from a tune is hard to match. With some race-only tunes and a free-flowing exhaust, it was easily capable of producing an extra 300 horsepower over its baseline. As impressive as they were in stock trim, when you made a few simple modifications to the exhaust and added a programmer, the combination of the high capacity K16 injection pump and twin turbochargers made the 6.4 a serious hot rod contender. It was a radical departure from the old 6.0, and the main difference between it and any other engine in its class was the use of a compound turbocharger setup which gave the 6.4 tremendous low RPM torque and throttle response while it was able to maintain great high RPM power, making the 6.4 liter V8 a very well-rounded powerplant. In 2008, the new 6.4-liter Powerstroke V8 shocked the competition with an output of 350hp and 650 pounds of torque. ![]()
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