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- 1983-1994 IDI Diesel 6.9/7.3
- 1994-1997 Powerstroke 7.3
- 1999-2003 Powerstroke 7.3
-
2003-2007 Powerstroke 6.0
- Air Intake Systems
- Charging & Starting
- Cooling System
- Differential Parts
- Engine Parts
- Exhaust Brakes
- Exhaust Components
- Exhaust Systems
- Filters
- Fluids
- Fuel Injector Control Modules
- Fuel Systems
- High Pressure Oil System
- Injectors
- Intercoolers
- Package Deals
- Power Modules/Programmers
- Steering
- Transmissions/Upgrades
- Turbochargers
- 2008-2010 Powerstroke 6.4
- 2011-2016 Powerstroke 6.7
- 2017-2023 Powerstroke 6.7
- AFE Power
- Agricultural Diesel Products
- Airdog
- Alliant
- ARP Bolts
- ATI Dampner
- ATS Diesel Performance
- Auto Enginuity
- Autometer
- Banks Power
- BD Diesel
- Beans Diesel Performance
- Black Diamond Diesel
- Bostech
- Bullet Proof Diesel
- Bully Dog
- Callies
- Colt Cams
- DFC Diesel
- Diesel RX
- Diesel Site
- Dynomite Diesel
- Edge Products
- FASS Fuel Systems
- Fleece Performance
- Fluidampr
- FTP
- Garrett Turbos
- H&S Motorsports
- Industrial Injection
- Injen
- K&N Filters
- Mag-Hytec
- Magnaflow
- Mahle
- MBRP Exhaust
- Mean Green
- Merchant Automotive
- Mishimoto
- Motorcraft
- Nitro Gear and Axle
- No Limit Fabrication
- Powerstroke Products
- PPE
- Racor
- Ranch Hand Bumpers
- Redhead Steering
- Rev X
- S&B Filters
- SCT Programmers
- South Bend Clutch
- Xotic Head Studs
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2008-2010 Powerstroke 6.4
In 2008, the Ford Superduty truck lineup received a major update with the introduction of the 6.4L Powerstroke engine. The new motor brought with it significant improvements in power, emissions, and fuel efficiency, as well as a host of new features that made Ford's F-250, F-350, and F-450 trucks more luxurious and comfortable than ever before. In this article, we'll take a closer look at the 6.4L Powerstroke and the features that set it apart from its predecessors.
One of the most notable changes with the 6.4L Powerstroke was its twin-turbo setup, a first for a factory diesel engine. This twin-turbo system, manufactured by BorgWarner, combines a 65 mm fixed geometry low-pressure unit with a 52 mm variable geometry high-pressure turbocharger. This design helps to reduce turbo lag and provides improved overall performance characteristics. Additionally, the 6.4L Powerstroke uses a direct high-pressure common rail fuel injection system, which is more precise and efficient than previous systems.
To meet increasingly strict emissions standards, the 6.4L Powerstroke also features an exhaust gas recirculation (EGR) system, two EGR coolers, and an EGR valve with a stronger DC motor. The engine exhaust system also includes a diesel particulate filter (DPF), which helps to reduce particulate matter production. The DPF is designed to be self-cleaning, with an active regeneration process that injects additional fuel on the engine's exhaust stroke to burn out trapped particles in the filter.
The 6.4L Powerstroke's engine block and bed plate are made of cast iron, and it uses powdered-metal connecting rods that are much stronger than those found in previous engines. The cylinder heads also feature four valves per cylinder, and the engine has a single cam in block and OHV pushrod valvetrain. The fuel pump is a Siemens VDO K16 high-pressure unit, which is capable of producing 24,650 psi, and the engine is equipped with piezoelectric injectors that deliver precise fueling during each cylinder's power stroke.
Compared to its predecessor, the 6.0L Powerstroke, the 6.4L version is quieter, cleaner, and more powerful. NOx and particulate matter emissions were reduced by 50 percent and 90 percent, respectively. The 6.4L Powerstroke was the last diesel engine supplied to Ford by International Navistar. This engine experienced a lot of issues related to the emmissions systems and head gaskets failing like the 6.0 before it.