2008-2010 Ford 6.4L Powerstroke Turbo Parts

Turbos on the 2008-2010 Ford 6.4L Powerstroke

The 6.4L Powerstroke was the first light truck with factory compound turbos. Its BorgWarner V2S assembly runs two turbos in series: a 65 mm fixed-geometry low-pressure turbo feeds a 52 mm variable-geometry high-pressure turbo. Ford describes the layout as giving boost control at low and high speeds for throttle response. An electric actuator moves the high-pressure vanes through a control arm, pivot shaft and unison ring, and on a cold start it closes them to raise back pressure and warm the engine faster. That actuator has a cooling plate fed by coolant from the fuel-system cooler circuit. Stock boost is about 40 psi, and the factory pair is credited with supporting roughly 600 rear-wheel horsepower before drive pressure becomes the limit.

What fails and why

Most 6.4L turbo complaints come from one of four places, and the timing varies from truck to truck.

• The VGT actuator. The original actuator is cited as the most common cause of 6.4L turbo failure. Look for boost stuck at full on startup, surging, underboost, inconsistent response under tow and P0046-type codes.
• Sticking vanes. Carbon and soot can stick the high-pressure vanes, causing low boost at light throttle, surging, P0299 and P0046. It's worse on short-trip trucks that regenerate often.
• Charge-air leaks. Leaks at the boots, clamps and intercooler connections cause low boost, smoke, sluggish throttle and P0299, and they get blamed on the turbo.
• Heat and oil. A plugged DPF that keeps the truck in regeneration holds exhaust temperatures around 1,200-1,400 F for long stretches, and that's a listed turbo killer. Oil condition matters too: regeneration fuel can dilute the engine oil, and a carboned-up oil feed is tied to turbo failures. Turbo warranties exclude oil starvation and contamination.

Stock replacement vs. upgrade

Diagnose first. Smoke-test the whole charge system, then compare commanded and actual boost and confirm the actuator moves before you replace a turbo. If the turbos really are done, a new or remanufactured stock-style V2S set is the straightforward fix. Inspect and clean the oil feed lines before the new parts go on, and give the engine a 60-second idle break-in. Many remanufactured sets ship without the actuator, so check the listing and budget for one if yours is original or suspect. The upgrade path on this engine is larger compressor wheels in the factory pair, about 59-60 mm on the high-pressure side and 71-72 mm on the low-pressure side, rather than adding a stage. The complete turbos on this page are stock replacements.

What we carry

For complete turbos, XDP offers new Xpressor stock-replacement turbos for 2008-2010 6.4L trucks: the XD567 high-pressure unit, the XD568 low-pressure unit and the XD575 pair. BD Diesel offers the 179514-B remanufactured OEM exchange turbocharger assembly. For the install, there are turbo installation kits from Alliant Power (AP63482) and BD Diesel (179618 HP/LP), and MAHLE gaskets including the GS33566 mounting set, the GS33566A master set, the F32789 turbo-to-downpipe gasket and T4 and T6 flange gaskets. Clamps come from BD Diesel (V-band and high-torque hose clamps) and Turbosmart (constant tension clamps). Turbo blankets come from Pacific Performance Engineering (PPE), Mishimoto and ATS Diesel. You'll also find the BD Cool Down Timer 2, a PPE T4 oil drain fitting, and the Calibrated Power Solutions Stealth Boost Tester with its HD regulator and inlet adapter. For every application, browse our turbos page.

Fitment notes

The 6.4L compound assembly fits only 2008-2010 6.4L engines. The 6.0L's single VGT and the 6.7L's turbos are different parts. The XDP and BD turbos, the Alliant and BD install kits, and the MAHLE GS33566-series sets and F32789 gasket are listed for 2008-2010 6.4L trucks. Other accessories are not truck-specific: the T4 and T6 blankets and gaskets are sized by flange, and the Calibrated Power inlet adapter is listed for S300, S400, S400R and S500 turbos, so match those to the turbo actually on your engine. Verify by VIN when in doubt.

Frequently asked questions

My 6.4L is surging and low on boost. Are the turbos bad?

Not necessarily. Surging and underboost are classic signs of a failing VGT actuator or sticking high-pressure vanes, and a leak at a boot, clamp or intercooler connection can look just like a turbo problem. Smoke-test the charge system and compare commanded and actual boost before you spend money on turbos.

Does a replacement turbo set come with the actuator?

Not always. Remanufactured V2S sets are commonly sold with the high-pressure turbo but without the actuator. Read the listing for the XDP or BD turbo you're considering, and if your original actuator is part of the problem, plan to replace it in the same job.

What should I do before installing new 6.4L turbos?

Fix whatever hurt the old ones. Inspect and clean the oil feed lines, since warranties exclude oil starvation and contamination, and do a 60-second idle break-in after install. If the truck has been regenerating constantly, find out why, because long stretches at 1,200-1,400 F exhaust temperature are hard on turbos.

Will a 6.0L or 6.7L turbo fit my 2008-2010 truck?

No. The 6.4L's series-sequential V2S assembly fits only 2008-2010 6.4L engines. The 6.0L used a single variable-geometry turbo, and the 6.7L turbos are a different design. Shop by the 2008-2010 6.4L fitment in the product title.

Not sure what fits? Call the shop at the number in the header, or use the fitment checker on any product page. We install everything we sell.