January 4, 2019

There might not be a better way to illustrate polar opposites in ~ the very same engine lineage than by to compare the 6.4L strength Stroke through the 6.7L strength Stroke. Many thanks to the high volume Siemens common-rail fuel system and also factory-installed link turbocharger arrangement, the Navistar-built 6.4L to be a an excellent platform for making horsepower, however it shared lot of its architecture with the 6.0L that preceded it. Top top the other hand, Ford’s 6.7L strength Stroke was a ground-up undertaking from FoMoCo that practically reinvented the wheel in light-duty diesel enginery. The all-new V8 introduced the pickup segment to a compacted graphite stole crankcase, reverse-flow cylinder heads, water-to-air intercooling and also reached the 400hp and also 800 lb-ft of speak thresholds before GM and Dodge could.

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The 6.4L strength Stroke to be the third, and last, Navistar-built turbo-diesel engine for Ford. The cast-iron block come from the factory putting out 350hp and 650 lb-ft of torque, v its 3.87-in bore and also 4.13-in stroke developing 390 ci of displacement. Ford totally took over the reins of the 6.7L strength Stroke, developing it in-house. For it, they upped the strength numbers to 390hp and also 735 lb-ft the torque indigenous a deep-skirt, compacted graphite stole block that created 406 ci that displacement.

With virtually 12 years of seat time in the 6.4L and roughly ripe years since the 6.7L’s debut, both power plants have been the end long enough to draw a host of conclusions. As much as that emissions system, fuel system and overall engine longevity is concerned, the 6.4L leaves a bit to it is in desired—and repairs can be very spendy. However, in performance applications where large horsepower is the name of the game, the 6.4L is tough to beat. We’ve viewed 700rwhp squeezed through the OEM turbochargers and the factory connecting rods capable of handling 900rwhp. Together for the 6.7L, turbo failure was usual on ’11-’14 engines, the connecting rods space a well-known weak connect (with 650 to 700rwhp being your generally welcomed limit) and also emissions system-related problems come and also go. That said, hard-part fail are few and far in between on the 6.7L power Stroke, and also the engine seems to age much far better than the 6.4L does.

For an apples come apples comparison between the 2 most an effective Power Strokes to ever grace Ford at sight Dutys, save scrolling.

Let’s to compare the hard Facts

6.4L Specs6.7L SpecsDisplacement: Bore:Stroke:Compression Ratio:Block:Heads:Valvetrain:Injection System:Factory Horsepower:Factory Torque:
 
390 ci406 ci
3.87 inches3.90 inches
4.13 inches4.25 inches
17.5:116.2:1
Cast iron with bed plateDeep-skirt, compacted graphite stole (CGI)
Cast stole with four 16mm head bolts every cylinder (with sharing)Cast-aluminum, reverse-flow with six 12mm head bolts per cylinder (with sharing)
Overhead valve, 4 valves every cylinderOverhead valve, four valves, four rocker arms and also four pushrods per cylinder
Siemens high-pressure common-railBosch high-pressure common-rail
350hp at 3,000 rpm390hp at 2,800 rpm (initial), 400hp (H.O. Reflash), 450hp (‘18+)
650 lb-ft in ~ 2,000 rpm735 lb-ft in ~ 1,600 rpm (initial), 800 lb-ft (H.O. Reflash), 935 lb-ft at 1,800 rpm (‘18+)

6.4L Cast-Iron Block through a Bed Plate

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One that the best parts on the 6.4L is miscellaneous it share in common with that 6.0L predecessor: a bed plate. Through tying straight in come the block itself, timeless main bearing caps are eliminated, together is main cap walk. Key cap walk to be highly common on the 7.3L power Stroke and also it also occurs top top the 6.7L strength Stroke, although not until approximately 700rwhp. The 6.4L’s bed bowl is cinched under via 4 bolts per main.

A Segment First: CGI Crankcase

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Cast native compacted graphite steel by Tupy, the 6.7L power Stroke’s deep-skirt block to reduce both weight and NVH end the 6.4L’s cast-iron crankcase however is substantially stronger. The CGI block, in addition to the aluminum cylinder top (more on the in a bit) is a big reason why the 6.7L weighs in part 160 pounds much less than its predecessor. Over there is no bed plate to secure the crankshaft, but nodular iron six-bolt main caps room employed. Every 6.7L strength Stroke engines space assembled in Ford’s Chihuahua, Mexico plant.

Strongest OEM strength Stroke Rods Ever readily available (6.4L)

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The powdered-metal connecting rods offered in the 6.4L are few of the stoutest you’ll uncover in any light-duty diesel engine. They’re capable of taking care of an outstanding amount that abuse in stock form (think 900rwhp and also torque in overfill of 1,500 lb-ft). However, ~ above the little end that the pole you’ll find the weakest link in the 6.4L: the pistons. They’re recognized to crack because of age, accumulative abuse and the reality that they attribute a lip architecture in the fuel bowl the retains heat.

Powdered-Metal, Cracked-Cap Rods (6.7L)

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While nowhere close to the dimension of the rods supplied in the 6.4L, the 6.7L’s Mahle-supplied connecting rods space still great to 650 come 700rwhp before they give. They function a 45-degree, cracked lid design and are make from powdered-metal. The 6.7L’s cast-aluminum pistons come from federal Mogul and entail a 16.2:1 compression ratio—the shortest of any Power hit engine ever before offered.

Reverse-Flow top (6.7L)

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Ford’s 6.7L strength Stroke wasn’t exactly first-to-market v its usage of cast-aluminum cylinder heads, but its architecture is a first for the van segment. The reverse-flow heads take it in wait via the valve covers and also expel exhaust gases into exhaust manifolds situated in the lifter sink (where girlfriend would find an entry manifold on a typical V8). Through the exhaust manifolds mounted in the valley, much shorter up-pipes are forced to feed the turbo, i beg your pardon aids both responsiveness and emissions. On the entry side, the 6.7L’s top outflow any kind of Power hit heads ever before produced and are a big reason why 6.7L-powered Fords deserve to make 650rwhp there is no the should upgrade the injectors.

Busy Valvetrain (6.7L)

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Inside the 6.7L power Stroke’s reverse-flow top you’ll discover a hive of activity. Every valve has its very own rocker arm and also pushrod. This means four valves, 4 rockers and also four pushrods per cylinder—no an ext floating valve bridges (direct your fist to the bottom left in the image above). In addition to quieter valvetrain operation, each rocker having its own pushrod reduces next loading and also decreases pivot wear on the rocker arm itself.

Siemens VDO K16 High-Pressure Fuel Pump (6.4L)

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The injection pump is what makes or breaks every diesel, and here the 6.4L definitely has an advantage. With its K16 high-pressure fuel pump stated to flow as lot as 20-percent more fuel 보다 the Bosch CP3 (’01-’10 Duramax and ’03-current Cummins), and the Bosch CP4.2 (6.7L power Stroke) flowing approximately 20-percent less than the CP3, the K16 moves a boatload more fuel 보다 the pump supplied on the 6.7L strength Stroke. The K16 is only capable of developing 24,650 psi, however the substantial volume it can supply the rails is just how the 6.4L-powered Fords space able to clear as much as 590rwhp with aggressive tuning.

Bosch CP4.2 High-Pressure Fuel Pump (6.7L)

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Where the CP4.2 ~ above the 6.7L strength Stroke makes up floor on the K16 is in its ability to develop as much as 30,000 psi of injection press (although the CP4.2 did receive much more internal stroke because that ’15 that surrendered 11-percent much more fuel volume). Unlike the K16, which is hidden within the block and beneath the turbo plan on the 6.4L, the CP4.2 is easily easily accessible at the front of the lifter sink on the 6.7L. Unfortunately, both the CP4.2 and also K16 are well-known to fail any time water (i.e. Rust) makes it right into the high-pressure system, and also when they carry out the pump can send shrapnel v the rails and also into the injectors. This type of failure, i beg your pardon is an ext common ~ above a 6.4L, commonly runs $6,000 to $8,000 for a new fuel system.

6.4L Piezo Vs. 6.7L Piezo

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Another crucial piece come the power-making puzzle exist in the quick-firing piezoelectric injectors offered on both the 6.4L and also 6.7L. Both engine injectors are qualified of pulling turn off five occasions per burning cycle (pilot, main and also post events), yet the 6.4L is fitted through Siemens injectors equipped with six-hole nozzles, if the 6.7L sporting activities Bosch devices utilize eight-hole tips. Through minimal term commanded via the PCM (less than two milliseconds the on-time), either injector can support double the manufacturing facility horsepower level the engine originally came with.

EGR system Improvements

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The EGR systems offered on strength Stroke engines have come a long method since the job of the 6.0L. Beginning with the 6.4L, two EGR coolers were employed, and the EGR valve saw some operational and also durability advancement thanks to a more powerful DC motor. However, sludge buildup ultimately hampers circulation (especially the driver side cooler), and EGR mechanism failures still run rampant. While it as well sees its fair share of issues, the EGR system on the 6.7L is the many robust come date. It’s consisted of of a hot-side EGR valve, i beg your pardon manages exhaust flow before it start the EGR coolers (not the instance on the 6.4L) in order to mitigate soot buildup. 2 floating core EGR coolers space packaged together on the passenger next valve covering (shown above), which are designed come expand and contract without rupturing.

6.7L to add SCR, sees MPG bump & enhanced Engine Longevity

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Just choose EGR, both the 6.4L and 6.7L exploit a diesel particulate filter (DPF) to catch soot in the exhaust system. The difference in the 6.7L’s instance is that selective catalytic reduction (SCR) is also component of the equation, which way a chemical mixture created of urea and water dubbed diesel exhaust liquid (DEF) is injected under stream (post-engine) to lower NOx emissions. A crucial benefit that SCR is that less fuel is provided during active regeneration—the process required to incinerate the trapped corpuscle in the DPF, carry out by injecting fuel on the engine’s exhaust stroke—which means far better fuel economy, reduced emissions and also reduced dilution that the engine oil.

Compounds indigenous the factory (6.4L)

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From a power standpoint, the best gift any type of OEM has given Ford to be the compound turbo setup because that the 6.4L. Dubbed a collection sequential turbo system, the was produced by BorgWarner and also makes use of a addressed geometry, 65mm charger because that the setting unit (low-pressure) and a 52mm variable generator geometry (VTG) for the high-pressure turbo. If considered tiny for a collection of compounds, when an ’08-’10 Ford is aggressively tuned it can produce more than 50 psi of rise and allow the truck to send as lot as 590hp to the wheels. On nitrous, we’ve checked out the compact turbo configuration support simply over 700rwhp.

Chokehold Turbo (’11-’14 6.7L)

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Transitioning indigenous the 6.4L’s awesome compound turbo system right into the 6.7L, Ford fans’ expectations were high—but the single sequential turbo plank ’11-’14 engines fixed delivered. The Garrett GT32 SST packed 2 46mm inducer compressor wheels right into a double inlet compressor housing and made usage of a small 64mm turbine wheel top top the other finish of the shaft. To shot to gain the charger to live, Garrett employed a round bearing center cartridge to assistance the turbine shaft, as well as included an externally actuated wastegate. Back the small GT32 provided good transient response and remarkable low-end torque, at stock strength levels the 6.7L could zing the charger come 130,000 rpm and once one aggressive song was associated shaft speed could increase come 160,000 rpm or more. Overspeed fail are an extremely common with this turbo. Uneven the power potential that the 6.4L’s turbo arrangement, top top its finest day it can hardly support 500rwhp.

Back in the video game (’15-Present 6.7L)

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The second biggest gift any kind of OEM has given Ford is the Garrett GT37 family variant that replaced the tiny, failure-prone GT32 SST. It brought a traditional, single compressor wheel style (61mm) earlier into play, together with a larger turbine wheel, if doing away with the wastegate and ball bearing facility section. No surprisingly, the manufacturing facility turbo update was coupled with a higher-flowing CP4.2 high-pressure fuel pump and optimized injector nozzles, which yielded a bump in both horsepower and also torque for model year 2015 (400hp come 440hp and also 800 lb-ft come 860 lb-ft). The GT37 has actually proven much an ext reliable than its GT32 SST predecessor and also can support 540rwhp—not an extremely far turn off the pace of the compound turbo’d 6.4L.

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Water-to-Air Intercooler & Two different Cooling systems (6.7L)

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Up till the 6.7L power Stroke came along, sled pulls were really the only location you could find water-to-air intercoolers being supplied on diesel pickups. That all changed when Ford brought its diesel-powered super Dutys to market in 2011. The water-to-air intercooler is cooled via a an additional cooling mechanism separate indigenous the engine’s. This powertrain an additional cooling device (as Ford call it) is additionally tasked with cooling the EGR circuit, infection fluid, fuel cooler and operates at a relatively low 122 levels F. The main cooling mechanism is committed to the engine and also runs at roughly 194 degrees F. Both cooling systems have their very own radiator, water pump, thermostats and also degas party (secondary refill presented above). While included complexity isn’t always a great thing, so far the dual cooling solution on the 6.7L have actually proven fairly robust. The main system radiators leak indigenous time to time, yet then, the was an even bigger problem on the 6.4L.