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High-pressure common-rail, direct injection OHV, four valves per cylinder, single cam
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We’ll go over all of the above and more in this trip down 6.4L memory lane. Other means for lowering pollutants called for the use of a second EGR cooler, a more efficient EGR valve and a diesel particulate filter. More big changes included the addition of a compound turbocharger arrangement, a fuel cooling circuit, a better water pump and a larger radiator with an increased capacity cooling fan. This provided for quieter engine operation, 25 more horsepower, 80 more lb-ft of torque and also contributed to NOx and particulate matter emissions being reduced by 50 percent and 90 percent, respectively. Perhaps the biggest news on the 6.4L was that high-pressure common-rail injection had replaced HEUI. Beyond those similarities, a host of differences set the 6.4L vastly apart from its predecessor. Based on the same basic architecture as the 6.0L, the 6.4L retained the exact same 4.13-inch stroke (but a larger 3.87-inch bore), a crankcase bed-plate, four-valve, cast-iron cylinder heads and integrated oil cooler, although oil flow is slightly different due to the 6.4L not utilizing a hydraulically actuated fuel injection system. The power plant in question is the 6.4L Power Stroke. It was quieter, cleaner and more powerful than any engine yet built for Ford trucks, and it was being produced amid a wave of bad blood and lawsuits taking place between FoMoCo and Navistar over the problematic 6.0L.