Reviews on Bulletproof External Oil Cooler for 64 L Diesel
6.0L vs. 6.4L: Which Power Stroke Is Really Better?
After our seven.3L vs. 6.0L face-off went viral on social media, we've decided to drag 6.0L loyalists dorsum into the ring for another Ability Stroke throw down. This time, the earth's well-nigh-hated diesel is up confronting the 6.4L—an engine that hasn't exactly been known for beingness impenetrable in recent years. But while the 6.0L and 6.4L are arguably the virtually problematic diesel V8s to ever don the Ability Stroke proper noun, each engine still enjoys tens of thousands of fanatical followers. For the half dozen.0L true-blue, an underdog mentality combined with a willingness to work on and learn from their engine seems to help them persevere. On the other side of the fence, the half-dozen.4L-for-life crowd was reeled in by the promise of like shooting fish in a barrel horsepower (nearly 600rwhp with engine tuning), and they refuse to give up on the potent platform that brought common-rails injection and compound turbocharging to the Super Duty line.
Still, for other, non-enthusiast types, rampant issues and expensive (and often all-encompassing) repairs led to former 6.0L and 6.4L owners racing toward other brands, dorsum to the trusty 7.3L or into the new 6.7L Ability Stroke. Below, we'll listing the pros and cons of each, forth with how they stack up confronting i another in terms of longevity, performance and cost. While you may accept heard the laundry list of items that plague the 6.0L, you might not know that a high-pressure level fuel system failure or a cracked piston on a 6.4L can each run y'all upwards of $6,000. So which engine is amend? We'll lay out both power found's wrap sheets and let yous draw your own conclusion(s). Hold on... Shots accept officially been fired!
Let's Compare the Hard Facts
| 6.0L | 6.4L | |
|---|---|---|
| Displacement: | 365 ci | 390 ci |
| Bore: | 3.74" | three.87" |
| Stroke: | 4.13 | 4.13 |
| Valvetrain: | OV, 4-valves per cyl. | OV, 4-valves per cyl. |
| Compression Ratio: | 18.0:1 | 17.5:1 |
| Injection Organization: | HEUI | Loftier-pressure common-rail |
| Factory Horsepower: | 325hp @ iii,300 rpm | 350hp at 3,000 rpm |
| Mill Torque: | 560lb-ft. ('03-'04) @ 2000 rpm 570lb-ft. ('05-'06) @ 2000 rpm | 650 lb-ft at 2,000 rpm |
Comparison Short-Blocks
half-dozen.0L
This is 1 category where the six.0L shines. Outside of rare occasions, lesser terminate failures are few and far between. The pistons and rods concord up very well every bit the miles rack up and they can even survive in trucks making 800rwhp. As for the crankshaft, it'southward secured via a bedplate, so chief cap walk is a non-consequence (being that the mains are integrated into the bandage-iron piece itself). Nosotros volition notation that as these engines age, information technology's non uncommon for them to develop a minor oil leak where the bed plate mates to the block, but it'due south more of a quirk than a trouble.
vi.4L
To be off-white, the 6.4L'due south rotating assembly is stout. In fact, the connecting rods are much beefier than what you'll discover in the half-dozen.0L and they've proven capable of handling more than 900rwhp. Like the 6.0L, the 6.4L too makes apply of a bed plate, so crankshaft-related issues are essentially unheard of. However, the factory pistons leave much to exist desired. Due to excessive cylinder pressure, age, abuse and a lip design that retains heat, they're decumbent to cracking in both near-stock and highly modified applications. Some enthusiasts conjecture that the extreme drive pressure level created by the factory-based compound turbo arrangement is the about detrimental to piston life.
Game Over for the 6.4L
Primarily an issue in the aftermarket, once caput studs have been installed and presumably over-torqued, a thin spot in the 6.4L'south crankcase tin can crack. The area well-nigh prone to cracking is the section in the cake between the head bolt diameter and the lifter valley (nearest cylinder numbers three and 5), where the casting is merely 5 mm thick. The trouble expanse is also located right betwixt ii h2o jackets, which means once the crack extends into a water jacket the engine oil becomes contaminated with coolant. The merely remedy is a new cake and a total rebuild. Thanks to more awareness of the problem in the aftermarket, dissimilar head stud installation techniques and lower final torque sequences are now being put to apply, which has helped minimize the number of croaky block scenarios over the by several years.
Comparing Top-Ends
6.0L
Up height, things are a fleck more problematic for the half-dozen.0L. First and foremost, the engine employs just four torque-to-yield head bolts per cylinder (with sharing), the head bolts only measure 14mm in bore, stretch under higher cylinder pressure level and atomic number 82 to blown head gaskets. Then, when the cylinder heads are pulled to redo the gaskets (and hopefully add together head studs), it's highly common to find numerous cracks in them, especially near the exhaust valves. If the cracks protrude into the valve seats the head is no longer usable—and it happens a lot.
6.4L
Non that 6.4L owners are immune from finding cracks in their heads, but the upshot does seem to happen a footling less in these engines. Notwithstanding, a major clothing signal in the 6.4L's valvetrain occurs at the rocker artillery. Thanks to a lack of oil supply (the only means the rockers take of receiving oil lubrication is through the pushrods), the fulcrum ball is subjected to excessive friction and heat. The pressed-in balls of the rocker arms are also a point of accelerated wear.
The Quiet Killer: The half dozen.0L's Engine Oil Cooler
In our opinion, the nearly problematic item on the 6.0L Power Stroke is its engine oil cooler. The internally-located fluid-to-fluid heat exchanger is notorious for its coolant passageways plugging upwards, blocking coolant flow to the EGR libation and causing the EGR cooler to rupture. Believe information technology or not, more than ninety percent of all half-dozen.0L EGR libation failures begin with a plugged oil libation. A reputable shop or a well-informed owner will know to replace the oil cooler any time a new EGR cooler is being installed. An external, aftermarket coolant filtration system, designed to remove large debris from the engine'south coolant circuit, works wonders for keeping an OEM oil cooler live.
Comparing Emissions Systems
half dozen.0L
Said to exist nether-designed by its critics, the exhaust gas recirculation (EGR) system on the 6.0L was never really upwards to the task of performing reliably. The EGR cooler plugs upwardly with soot and carbon buildup, as does the EGR valve. On top of that, the aforementioned oil libation failure can lead to the EGR cooler not bad and dumping coolant into the exhaust organisation—which, thanks to causing a white smoke state of affairs out the tailpipe, is often misdiagnosed as a blown head gasket.
half dozen.4L
Saddled with fifty-fifty more emissions command equipment than the half-dozen.0L, the 6.4L makes use of both EGR and an elaborate exhaust aftertreatment system that's complete with a diesel fuel oxidation catalyst (DOC) and diesel particulate filter (DPF). Periodically, the vi.4L enters what is known as regeneration—a process where trapped particulate thing is burned off in gild to keep ash levels low inside the DPF. During the regeneration process, additional fuel is injected on the exhaust stroke (some of y'all know that Duramax applications use a ninth injector to accomplish the same thing). The downside to this is the fact that the cylinders can exist washed down with fuel, which leads to the engine oil inevitably being diluted with diesel.
Upward-Pipe Issues:
Ane issue that plagues both 6.0L and six.4L owners is cracked up-pipes. Due to a lack of flex at the bellows, stress coupled with historic period and thousands of estrus cycles causes them to scissure. When they fail, a noticeable hiss can exist heard with the engine under load. Leaking up-pipes besides exam your sense of odor and sight with exhaust fumes making it into the cab and soot accumulating all over the back of the engine, on the firewall and in the transmission tunnel. In our experience, the problem is more than common on six.4L engines and tin occur every fourscore,000 to 120,000 miles.
Problematic Unmarried VGT (vi.0L)
"Sticking" turbos are highly common on 6.0L Power Strokes. All of the problems reside in the exhaust side of the Garrett variable geometry turbocharger. Nearly oft, excessive idle time or highway (steady-land) cruising causes the unison band to freeze up due to carbon buildup, rust or a combination of the two. And since the unison ring is the mechanical link that varies the vanes that straight exhaust menses across the turbine wheel, in one case it's stuck in a fixed position you either have a truck that's extremely laggy downward low with expert high rpm ability (vanes open) or one that's very responsive at low rpm but has no midrange or top-cease (vanes closed). By comparison, the compound turbo arrangement on the 6.4L is much more than reliable and the manufacturing plant 52mm/65mm charger arrangement tin even support 600rwhp.
vi.0L Injection: HEUI
Similar to the seven.3L, the six.0L utilizes a revised version of HEUI injection. However, unlike the 7.3L, the system used on the 6.0L was wrought with all sorts of issues. High-pressure oil pumps coming apart, high-pressure oil leaks at the stand-pipes, dummy plugs and STC fitting (on '05-'07 trucks) and injector problems all run rampant in this troublesome, 2d-generation version of HEUI.
6.4L Injection: High-Pressure Mutual-Rail
The 6.4L makes use of a state-of-the-fine art, high-pressure common-runway fuel system, complete with avant-garde piezoelectric injectors and a high volume K16 VDO injection pump. Unfortunately, as these engines age they become notorious for injection system failures, which unfold in downright catastrophic fashion. Whatever time contaminants such as water or rust are permitted to infiltrate the high-pressure level system, the injection pump can self-destruct, ship debris through the rail to the injectors and back to the fuel tank. The concatenation reaction failure calls for a whole new injection system, a tank flush and usually starts at $6,000 only tin can hands top $10K if, during the domino upshot of destruction, an injector stuck open and torched a piston.
6.0L Injector Issues
While six.0Ls get a horrible rap for injector failures, about are acquired by a lack of maintenance (neglect), improper installation (damaged O-rings, over-tightened hold-downs) or stiction. Stiction occurs when carbon accumulations class inside the injector, causing the spool valve (used to allow loftier-pressure level oil into the injector) to hang up or stick. Stiction can lead to a rough-running engine, some pretty nasty cold-starts and over fourth dimension volition really damage the injector. Switching to a lower viscosity engine oil and/or using an additive such equally Hot Shot'south Hole-and-corner, Rev-10 or Archoil can help alleviate and even eliminate stiction.
half-dozen.4L Injector Issues
No spool valve or stiction issues here, only if whatever contaminants make it through one of the 6.4L'south piezoelectric injectors, it won't be pretty. The ultra-tight tolerances in these injectors (and the unabridged loftier-pressure organisation in general) make them highly intolerant of anything other than fuel. If these injectors are starved for fuel, such equally in the event of a failed lift pump, they tin can cheque out in quick order. Though not notorious for failure, the 6.4L injector has a busy workload (pulling off as many as 5 injection events per combustion wheel), and so at any point past 100,000 miles they are fair game for failure. We've seen a well cared for fix go 200,000 and a poorly-maintained set concluding just lxxx,000.
6.0L
| Cons | Pros |
|---|---|
| Engine oil libation failure is rampant | 400 to 430rwhp with custom tuning |
| EGR cooler failure is common | Factory bed plate |
| EGR valve sticking is frequent | Factory rotating assembly can handle 800rwhp (most three times stock!) |
| Head bolts stretch and atomic number 82 to blown head gaskets | Most '03-'07 engines come attached to the tough 5R110 TorqShift automated manual |
| Turbos stick | Arguably less expensive to repair than a 6.4L |
| Injectors are plagued past stiction | |
| Loftier-Pressure Oil Pumps (HPOP) fail | |
| High-force per unit area oil leaks are common | |
| STC on rear of HPOP fitting separates ('05-'07 engines) | |
| Dying batteries impale the fuel injection control module (FICM) (which controls precise firing of the injectors) |
half-dozen.4L
| Cons | Pros |
|---|---|
| Cab has to come off for nigh in-depth repairs | 550 to 600rwhp with custom tuning |
| Pistons crevice with age and/or abuse | Mill bed plate |
| High-pressure fuel system contaminants tin wreck the entire system | Factory connecting rods can handle more than 900rwhp |
| Failed injectors tin can wipe out pistons | Mill compound turbochargers can support up to 600rwhp, long term |
| EGR cooler failure is common | Larger diameter caput bolts keep head gaskets from blowing |
| Blown up-pipes (100K is about all they go) | Most '08-'10 engines come up fastened to an even tougher 5R110 TorqShift automatic transmission than what was used behind the 6.0L |
| DPFs inevitably fail | |
| Oil dilution is constant due to emissions regeneration cycles | |
| Radiators are notorious for leaking |
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Source: https://www.drivingline.com/articles/60l-vs-64l-which-power-stroke-is-really-better/
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