6.4l with egr remover will it still start

#6.4l with egr remover will it still start cracked#
#6.4l with egr remover will it still start install#
#6.4l with egr remover will it still start crack#

In fact, itвЂ™s not uncommon to drain five to six gallons (20-24 quarts) of oil out of an emissions-equipped 6.4L during an oil change (note: there should only be 15 quarts). This is why youвЂ™ve heard that 6.4LвЂ™s вЂњmake oil.вЂќ The additional diesel that makes it into the crankcase during regeneration eventually adds up to a substantial amount. Of course, diluting engine oil with diesel fuel doesnвЂ™t bode well for things like main and rod bearings, nor the turbochargers or valvetrain. As a direct result of the 6.4LвЂ™s injecting additional fuel on the exhaust stroke during the regeneration process (which is employed to clean the DPF), the diesel that doesnвЂ™t make it out of the cylinders slips past the compression and oil rings, and ultimately joins the engine oil down in the crankcase. DPF failures, be it from filling the wall-flow style catalyst up due to insufficient regeneration operation or faulty sensors, are rampant. Some early production DPFвЂ™s even leaked soon after leaving the factory.

Early issues with active regeneration led to excessive heat being built in the DPF and the infamous flaming tailpipe debacle that prompted a recall. As with any aftertreatment-era diesel, emissions-control equipment is prone to failure, but the 6.4L was the first Power Stroke to come with a diesel particulate filter and so came with a few growing pains. Needless to say, itвЂ™s a fairly involved (and expensive) fix. Adding insult to injury, accessing the up-pipes means the cab has to go up in the air, and battling seized up-pipe bolts is pretty much a forgone conclusion.

#6.4l with egr remover will it still start crack#

They typically crack at the bellows (or expansion joints), causing a loss of drive pressure, a drop in boost, poor drivability, a mess of soot all over the firewall and transmission tunnel, and an audible whistle under the cab.

#6.4l with egr remover will it still start cracked#

Cracked up-pipes are extremely common on the 6.4L. According to most shops around the country, the fact that the radiator splits at the aluminum-to-plastic seams is directly related to pour quality from the factory. As you can imagine, it didnвЂ™t solve the leaking issue. According to Ford, it was to relieve coolant pressure spikes within the radiator.

#6.4l with egr remover will it still start install#

Ford issued several technical service bulletins (TSBвЂ™s) regarding the leaking radiator issue, with one in particular that called for the install of a Venturi Tee. Regardless, throughout the 6.4LвЂ™s production run, Ford was never able to rectify the radiator problem. Some attribute the crimp failures to the upper radiator support allowing too much flex to occur at the top of the radiator. The issue occurs when the crimps that hold the aluminum core to the plastic end tanks stretch, allowing the two to separate. Pull Quote: вЂњNot only are the 6.4LвЂ™s replacement components expensive, but the cab has to be pulled for most major repairs, further driving up the cost of labor.вЂќ Going from bad to worse, and eventually covering the ugly, weвЂ™ll kick things off with the inconvenient failure nearly every 6.4L faces at some point in its life time: a leaking radiator. So whatвЂ™s the actual verdict? In the following pages weвЂ™ll explore the 6.4LвЂ™s most common failure points and let you decide for yourself. But be careful who you say that toвЂ¦ Despite its frequent and well-documented problems, 6.4L owners who havenвЂ™t seen this engineвЂ™s ugly side tend to swear by it. From its leaking radiators and up-pipes to the high-pressure fuel pumpвЂ™s propensity to self-destruct, to cracked pistons, this engine is plagued by failures both big and small-and most rarely make it to the 200,000-mile mark before facing something catastrophic. Today, the 6.4L is often referred to as a 150,000-mile proposition, a throw away engine, or worse: a ticking timebomb. Initial impressions were favorable, but as time has worn on and the miles have racked up, the 6.4L has become notorious for a long-list of failures-many of which cost big money to address. Back then, Ford fans who had already been dealing with the 6.0LвЂ™s reliability issues for nearly five years were hopeful the 6.4L would be the great savior for the Power Stroke name.

With its factory compound turbo system, the debut of common-rail injection on the Power Stroke platform, quick-firing piezo injectors, and 350 hp from the factory, the 6.4L definitely had a lot of promise when it debuted in early вЂ™07.