you need to get the heads decked, they are notoriously ****ful from ford
I had the heads checked by a reputable machine shop before putting them on, and I checked them myself (as best I could with my tools). All checked out good.
I don't know why anyone hasn't said anything yet but Job 1 6.4s have longer pushrods than job2+ trucks. They used 6.0 pushrods which measure 9.847 and the replacement rockers require 9.800 pushrods. Without doing the change with rockers you run the chance of having the valves hung open a bit OR jacking a lifter. The reason for the lifter failure is strictly due to the cam design. Replace all 16 pushrods and you can order the lifters from Ford as a "Guide Set" is what they call it. Cheaper than by themselves. Remember any Ford part has a 2 year warranty. So even though Mahle is cheaper they're warranty isn't the same. Usually all 6.4s except late 09 trucks need pushrods, rockers, and lifters.
Wait a minute,,,, so are you telling me there was a change in the head design, and Ford knew this, and THIS is what caused my bent valve, push rods, and dents in my pistons??????? I originally replaced my heads, lifters, and rockers, but I did not replace the push rods because they were all good. Why the heck did Ford not tell me about this change, I ordered the parts based on VIN? And then, when I ran into a problem, I discussed it with their guy about machining the valve bridges to provide clearance when all I needed was the new style push rod to go with the new style head and rockers???? If this is truly the case, I am going to push back on Ford even more! If they revise a part that requires a different part to be changed, are they not liable if they fail to inform of the change? I ordered by VIN, which I should be able to assume and exact replacement. And you mention lifter failure? I replaced those previously also, are you saying I should swap them again just to be sure?
Kleake, this sucks but sounds like you got it figured out. Planning on keeping the pistons in there?
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At this point I am. I inspected them as close as I can and I don't see any cracks or evidence where one might start. They are indented a decent amount, more than I like, but it really is more cosmetic and not structural from what I can see.
I didn't exaggerate anything. I have 4 here right now between 80-140k that all need rockers and 2 need HPFP. One needs an engine from a leaking HPFP filling it with diesel. Been doing this 10 years now and even 6.0s can't get screwed up as bad as a 6.4 from just someone owning it and driving it. Not becoming a total enthusiast over one or beating the piss out of it. These are owned by old retired guys.
I understand where you are coming from, and there is a lot of negative comments about the 6.4, however, there are many of us out there that have had much better luck than that. I had 220k on mine when I tore it apart. Everything in it was still running perfect with the exception of head gasket starting to leak under heavy acceleration. It's never been touched until that time and it was tuned and worked hard most of it's life. I replaced all of the common components just so they wouldn't fail anytime soon after and THAT is where my issue started. It appears that the change you mentioned Ford made has bit me. On the contrary though, my neighbor had a 6.0L that was in the shop 6 times in the last 2 years (twice I towed him home). 3 of those times was for the same issue. Once even as he drove it from the repair shop directly to the dealer to sell it, it died on the way and went right back to the shop. His truck had 125K on it when he was finally able to make it to the dealer to get rid of it. I think all trucks have issues, and I definitely agree the 6.4 is the most expensive to fix, but I am not convinced that they are any more prone to failure than any others when the issues are addressed properly.
