Out of every mechanic I have ever seen in my life I can honestly say that this guy is one of the few that I would trust, he seems straightforward and I do not detect 1 ounce of bullshit in him. I would be honored for this guy to work on my 61 and 64 Lincoln Continentals
From a Belgian friend I learnt that in french, they read the name Ford as short for "Fabricacion ordinaire, reparacion difficile", "Built normally, difficult to repair". I see what they mean. ^^)
I wouldnt have bothered to call him to explain, I would have told him to get on youtube and watch the video. Your videos are incredibly by the way.. Very informative.
I am living this nightmare right now, bought an 04 6.0 drove it 12mi home, woke up next morning took it to fill it up and it dropped a lifter, took out the cam and pump too. Its getting reassembled without removing the crank
I think what bill means by it's "a good designed engine" is that it makes a lot of power for the displacement, and it's a very efficient design in terms of how the engine flows. quite frankly if you have to pull a motor to time it, it's not well designed it's a pain in the ass.
I hate getting on the phone to make that call!!! Some times it goes well and other times...not so well. I always just keep telling my self "it was broken when we got there" (Roof repairs/contracting) Keep up the great videos man.
@powerstrokehelp I've seen over a handful do this in the last couple years. Find needle bearings in the bottom of the oil pan and a piece of the roller. They usually still run to. They pop back in the intake, too. The most common failures i've seen are injecotrs, egr coolers, and injector drive modules (fuel injection control module). Its not that common of a problem compared to the other problems like you said though. I'm not sure about reliabilty versus the ford version.
Great info! Its to bad they arnt making them easy to work on. This is why I like my 302 :) But even the 6.9 diesel is really easy to work on, but its just sad what they are putting us through to work on them.
This is actually an uncommon failure. The damage to the lifter happens when the engine is over-revved (too much RPM). The valves will float which means that they don't close all the way. The piston comes up and hits the valve, the resulting impact will either bend a pushrod, break a rocker arm or break the lifter. I actually did this same thing in Spot the shop truck running NOS. The cam has to be replaced when this happens if the damage is caught BEFORE metal goes through the engine oil system.
What would you say is a safe max RPM for a stock 6.0, new? What about after 200kmi? I'm sure the wear on the valve springs will impact that. Was this a manual? Should I be worried about over-revving my 6.0 with an automatic?
don't assume your "local dealer" won't go that deep for the lifter failure. I have a 308,000 mile unit that i have to replace a $1200 cam, $820 cover and pump, 16 lifters and all the parts required to do that job. so that $4000 short block wouldn't be a bad option. it's not that we're lazy or inept, it comes down to reliability and warranty. And i can assure you this, every time this thing farts in the wrong tune he'll bring it in as a "recheck".
I love my Rover 2,25 and 2,5 diesels. it helps that they were build to be maintained and repaired using basic tools. the later 2,5TD was horrible though with cracking pistons and turbo failure. the later 200tdi and 300tdi engines were a lot better, just keep in mind that they are 25 year old lumps when you buy them.
Found 2 needle bearings in my lpop and when I tore it down the oil cooler was full of them also. New cam and bearings lifters and studded it and she runs again.
Really, the only big thing different in some '05 and '06 was the plastic snap fitting coming out of the back of the HPOP. If you talk to people with other years, they have problems too. They are just a fussy powerplant. Beautiful when they run right, but overly prone to problems.
These 6.0's can be a nightmare but if you've got the heads off and the two Torx bolts holding the cross tube in you can stab a standpipe back in the hole and spring it up enough to get the plastic valve lifter guides out with a pair of needle nose pliers. At least you don't have to pull the engine for that. I've done it successfully was out messing anything up.
We had a fleet vt365 wipe out a lifter. 6 weeks out of warranty. The dealer found the block was gouged up from the lifter failing so they installed a running complete. $18000 bill for that one. After threataning a lawsuit navistar covered most of the bill.
that was the best video u made bill . funny as hell. lil lifter just causes all these problems aww man thats some funny shit keep up the videos i wish i lived in nj i would work for u for free
Had this exact same problem bill... Spent around 2k on a new hpop, injector rebuild kit, oil rail cups and seals, dummy plugs and standpipes, a couple injectors.. Only to realize I was getting no base pressure
Just ran into this problem. First thing to check on a ford 6.0 no start is oil in the oil canister on the top of the engine; drain what is already up there and crank the enginee a little to see if the low pressure oil pump can fill it. If that is good, try the same thing with the fuel filter canister and make sure you are getting fuel. Turns out one dealership told me that the fuel tanks delaminate and push junk through the fuel lines.
We get 6.0 trucks at the shop from all years. For every one person like yourself that has these huge problems, I can show you a 100 that have had no problems. You must have got a Monday truck.
I have worked on a fleet of Ambulances for about the last 10 years.... all through the hay day of the 6.0..... I think pretty much every engine failure we have had has been a failed lifter....
Love this video.. I was laughing the whole way through it... still laughing... lol. OMG, all that for a damn lifter! I am considering a 6.0 project this winter for my truck.. maybe/maybe not. I definitely want to do it right. Coolers, pump, radiator, EGR, turbo (verify variable vanes are working correctly). I currently have loss of power and slight overheating(engine) while towing up hills only. I hate it! Thanks for all the GREAT videos.
With gas engines from ford and GM easily running 300,000 miles and costing 4500 tops to replace,this is disgusting,the roller on the lifter is clearly too small,and overspeed eventually shortens the service life,that's the thing I don't understand about the Navistar diesels, they should have overdesigned head gaskets and bolts,overdesigned lifters and seals,and larger than needed rod and main bearings so the owner gets a minimum of 250-300k without tearing into the engine. I feel bad for people who bought a 6 liter,and had these issues.
but it's a consumer duty engine. Everything is built to a price. International makes some seriously over built diesel engines that will go over 300k miles easily. Look at the 466. Huge, heavy, overbuilt, and reliable. But it only makes 260HP in serious duty applications. Why? HP KILLS. The less HP the longer the life. So if you want a long life diesel, go buy a true industry light duty truck. Not a consumer grade. It might make the same or less HP and require 5+ gallons of oil but because of this is will run for many many miles.
@powerstrokehelp used to be in auto shop. teacher had a vt365 and he used to work on all of them. he said a handful would blow the head gaskets. same reason as the Ford 6.0
@MALamborghini The year has little to do with it. It is more important how the truck is driven and how well the service has been kept up. I had a 2003 with a 2002 build date (the supposed really bad ones) in the shop for a new motor. It had 492,000 miles on it. One owner, with a big Baldwin fuel filter and a coolant filter. He claimed it never had any work done to it.
I don't care what you say this is a terrible design, the more I watch your videos the more I don't want to own a constant maintenance ford diesel engine. I have a 93 ford 302 v8 with 243,685 and going up something unheard of with these newer motors that cost 30 times more. I think I'll stick with the gas engine a lot less cost!
A lot less cost, a lot more reliability but a lot less power.. it all comes down to which of the three you can live without. power, reliability, or cost. you can't have all three
I have been worried one of the lifters in my Chevy LS1 engine has come close to being like that. I'm a GM man which is Holden in Australia,I know when Ford manufactured the 250 cubic inch crossflow six for the Falcon & Cortina,they made it hard to change the ignition timing on them because the distributor & ignition coil was located underneath the exhaust manifold which could mean "burnt hands" when adjusting the ignition timing. I've heard of a story in one of them that the fuel tank,rear bumper or something needed to be removed to replace a lightbulb in a Ford,in the LS1 engine, the cylinder heads do need to be removed to change the lifters but the transmission or engine doesn't have to be removed. In Australia, a Holden always has had the reputation of being an easy car to work on than a Ford,the Holdens are easier to work on now to the point that my grandfather does his own oil changes,etc on his 2005 model Holden VZ Commodore which has the LY7 (Alloytec) V6 engine in them & has about 309,000 kilometres on it. That's considering that he lost 1/2 of one of his index fingers in the radiator fan when he was trying tune the engine up in the 1979 Mazda 626 that he bought for my grandmother,that was back in the 1980's when the cars still ran points ignition,carby & had adjustable valve tappets so he thought he better get a mobile mechanic to tune that one up.
Russell Booth LS1 engines are much more simple than this. This is just ridiculous. Ford guys like to rag on GM for outdated technolgy, but their engines are always a favorite because they're simple and they work.
Wow that is nuts. but a failed lifter will lead to a motor rebuild no matter what when it rides the cam and breaks the way this one does. The odds of getting all the metal out after a break like this is slim without a complete tear down.
I'm in the process of getting my 6.0 rebuilt what was the total price for this repair if you don't mind me asking so I can get an idea of what I can expect to pay.
Uh, sounds like good info to have BEFORE you began. And if whomever is doing the work couldn't tell you, ahead of time, how much it would cost, they aren't experienced enough to do that sort of work on that engine.
That's just crazy! What's the cost of more than 30 hours of labour + new camshaft + new lifters + new oil pump. 7-8K? Got to be a lot cheaper to just go with the shortblock and install the rest by yourself. For those who are able to do that. Of course a bit different if the vehicle is used in a business, where repair time is of the essence.
+Burger Birger It would be cheaper. A LOT cheaper. But the shop needs money. If they do the repairs that money goes in their pocket. IF they buy a short block, they lose all of that money that could have been labor. Sad but true.
+SapperJohn A Ford Sr. Master Tech removed said hub from my motor, put it back on, and my motor runs just fine... dont ask me how but he said he had a way to do it.
Had a fleet of 6.0 and 6.4 diesel trucks 450 and 550 S .Sold all of them and replaced with v-10s and never looked back.some have 250,000 and no problems yet other than water pumps altetnators normal stuff and gas is cheaper.dont quite have the torque but have the reliability.just my 2 cents
how much did all this cost vs buying a new block and proceeding that way? i would imagine this was cheaper or other wise you wouldnt have went through all this just to charge a customer more money.
Just found your channel and have watched a couple of vids. Looks like you run a very good shop. Was wondering since you stated it was missed diagnosed from the beginning did you charge the customer full price?
+r bull HAHAHAHA!! Greatest quote ever! Knowing that these 6.0s are total trash, and Cummins are solid as a rock, you chose to say Fords are better. Nice job dude. Nice job.
A couple of questions. Have you noticed any damage to the area that the lifter rides in? What are my chances of NOT replacing the CAM shaft and just accepting that the enginee will not run as strong? I would suspect that if the bad lifter corresponded to an intake value, then that cylinder would just not provide as much power, but the enginee would run OK. This notion assumes that the cam lobe in question is reasonably smooth and not chiped and pitted.
Im not a ford guy but I like your videos. I wanted an 2014 F450 at first but after doing my research.... it seems that the Ram 3500 had the cheapest cost of ownership and durabilith. The GMC looks nice. but thats just for show..... I also hear it is a maintenance headache... Still want an older ford as a daily work truck to keep the miles off my ram.... what would be the best year/engine combo to get?
6.7L is worth buying. Ford ditched Nav/Int. and designed their own engine. 6.0 and 6.4L though walk away from all of them out there have too many miles are and are a time bomb for one of these extremely expensive failures.
@brainklean Wow really. I have spoken to several international techs over the years and they have said that the VT365 is somewhat more reliable in the international configuration. Have you found this to be true? What failures have you seen the most?
Of course I'm mad that to change a failed lifter in an LS engine, yhe heads have to come off.....but at least I don't have to pull the engine and then take the whole GD engine apart to change ONE collapsed lifter
Tim Ewa I think that's the idea behind it. So it's "user friendly", but it's not "service friendly", the thought behind it being the user doesn't service it, and if it needs service, it won't be in use any more. Or in other words: Planned obsolescence. Maybe with a side order of: "Let's help the repair shops survive by giving them an extra amount of work" (but I'm sure most won't appreciate it).
At my job we had a contractor that had a delivery van with one of these engines (The International version VT365). The engine wasn't designed to go 75+mph long term everyday as his route made him travel 100 miles round trip everyday. After a couple of engines and an occasional head gasket along the way (since it's hot in Arizona). He went with Cummins.
i'm hoping the owner scrapped that engine and went for a rebuilt with ARP head studs and a upgraded EGR or EGR delete. I have a 2006 F350 and it's been nothing but trouble. Love the truck but the engine is the weakest link
What is meant when you said a short block that Ford would put a short walk in this motor and would not Terric completely down is a different motor or is that some type of repair item that they come up with
+drwombat What he meant was, a dealer would buy a short block, which is all new lower end of the engine, and put the top end, fuel injection etc from this damaged motor on it. Which would clearly be a better/cheaper way to go, but the shop would not make the money, instead Ford would. That is why the shop doesn't do it that way. They want the 4500 dollars in labor in their pocket. Typical.
They designed this engine as though they took it for granted a valvetrain part wouldn't fail. If you think about it how often do lifters come apart like this one. Just a freak accident here. I can see that 200,000 + miles on these is like 20,000 miles on a gasser.How much lubricity does diesel fuel have in terms of bore and ring wear?It seems in Spot the shop truck that's the case in the bores still having the honing marks after 700K miles.Diesel must act like Marvel Mystery Oil on bores +rings.
Just stick with a 7.3 liter I can't believe the 6.0 I have one no starts left and right bought scanguage x still can't diagnose the problem?! 7.3 starts right up everyday change the oil and filters and never have a problem
Walter Kiel I have a 6.0 and 7.3 love both. If I want a new superduty I'll be getting a 6.2 simply because the 6.4 and 6.7 are insane to work on yourself.
How common is a failed lifter? I'm looking between a 7.3 and a 6.0 right now, i really love the 6.0L and am leaning towards it because of the performance but don't want to have a 20K + paper weight.
Thank you for pointing out that these wonderful collage boy engineers really know nothing about what they design. They should be required to work on the floor in the field of their engineering degree like an internship! Minimum of 5 years before they can hang up their shingle and working as an engineer designing things. That way they can find out about how hard it is to work on some of their big ideas that should be easier to work on. Firs of all they should learn the KISS System, Keep It Simple Stupid. Then they should learn not to listen to salesmen with new plastic parts claiming that it will cut the cost of their product. Then they need to use standard parts instead of reinventing the wheel! Engineers, just another name for a dangerous collage boy with a diploma that doesn't have enough common sense to wipe their own ass!
Out of every mechanic I have ever seen in my life I can honestly say that this guy is one of the few that I would trust, he seems straightforward and I do not detect 1 ounce of bullshit in him. I would be honored for this guy to work on my 61 and 64 Lincoln Continentals
Had the same thing happen to mine. Ended up with it down to the bare block and completely rebuilt from cam bearings up.
I would trust him with everything I've seen he definitely knows his shit 👍🏻
From a Belgian friend I learnt that in french, they read the name Ford as short for "Fabricacion ordinaire, reparacion difficile",
"Built normally, difficult to repair". I see what they mean. ^^)
The cam in this engine is a billet unit. So long as the lifter does not fail and gouge the cam, it will live forever.
Your are excellent at explaining auto mechanics clearly. Your expertise could prove seriously productive as an educator. I wish you were my teacher!.
Damn bill I could watch you all day explain powerstrokes and I'm a Chevy guy🤣👍
I wouldnt have bothered to call him to explain, I would have told him to get on youtube and watch the video.
Your videos are incredibly by the way.. Very informative.
I am living this nightmare right now, bought an 04 6.0 drove it 12mi home, woke up next morning took it to fill it up and it dropped a lifter, took out the cam and pump too.
Its getting reassembled without removing the crank
wish there was more shops like yours around.. great video :)
I think what bill means by it's "a good designed engine" is that it makes a lot of power for the displacement, and it's a very efficient design in terms of how the engine flows. quite frankly if you have to pull a motor to time it, it's not well designed it's a pain in the ass.
It does not make good power for displacement.
A 1.9 tuned vw tdi can make more
Hp and close to torque of a stock 7.3
I hate getting on the phone to make that call!!! Some times it goes well and other times...not so well. I always just keep telling my self "it was broken when we got there" (Roof repairs/contracting) Keep up the great videos man.
I'm not a Ford guy, but I definitely like the V-Rod in the background!
@powerstrokehelp I've seen over a handful do this in the last couple years. Find needle bearings in the bottom of the oil pan and a piece of the roller. They usually still run to. They pop back in the intake, too. The most common failures i've seen are injecotrs, egr coolers, and injector drive modules (fuel injection control module). Its not that common of a problem compared to the other problems like you said though. I'm not sure about reliabilty versus the ford version.
One of the contractors at my work went through two vt-365's for this very reason. Until he finally sold the International.
Great info! Its to bad they arnt making them easy to work on. This is why I like my 302 :) But even the 6.9 diesel is really easy to work on, but its just sad what they are putting us through to work on them.
This is actually an uncommon failure. The damage to the lifter happens when the engine is over-revved (too much RPM). The valves will float which means that they don't close all the way. The piston comes up and hits the valve, the resulting impact will either bend a pushrod, break a rocker arm or break the lifter. I actually did this same thing in Spot the shop truck running NOS. The cam has to be replaced when this happens if the damage is caught BEFORE metal goes through the engine oil system.
What would you say is a safe max RPM for a stock 6.0, new? What about after 200kmi? I'm sure the wear on the valve springs will impact that. Was this a manual? Should I be worried about over-revving my 6.0 with an automatic?
Love your videos man! You obviously know your subject matter inside out and have such enthusiasm for it too! I've subscribed!!
@mstep3 I have never even lifted the hood on a dodge truck.
@00G000 Yes that is true but in the 6.0 the mesh is very coarse so fine metal fragments will pass thru.
don't assume your "local dealer" won't go that deep for the lifter failure. I have a 308,000 mile unit that i have to replace a $1200 cam, $820 cover and pump, 16 lifters and all the parts required to do that job. so that $4000 short block wouldn't be a bad option. it's not that we're lazy or inept, it comes down to reliability and warranty. And i can assure you this, every time this thing farts in the wrong tune he'll bring it in as a "recheck".
@moemaila I have never even opened the hood of a duramax.
I love my Rover 2,25 and 2,5 diesels. it helps that they were build to be maintained and repaired using basic tools. the later 2,5TD was horrible though with cracking pistons and turbo failure. the later 200tdi and 300tdi engines were a lot better, just keep in mind that they are 25 year old lumps when you buy them.
Found 2 needle bearings in my lpop and when I tore it down the oil cooler was full of them also. New cam and bearings lifters and studded it and she runs again.
Really, the only big thing different in some '05 and '06 was the plastic snap fitting coming out of the back of the HPOP. If you talk to people with other years, they have problems too. They are just a fussy powerplant. Beautiful when they run right, but overly prone to problems.
Pretty interesting video. Good to know.
wow!! I love my 350 small block..piece of cake compared to this lol
These 6.0's can be a nightmare but if you've got the heads off and the two Torx bolts holding the cross tube in you can stab a standpipe back in the hole and spring it up enough to get the plastic valve lifter guides out with a pair of needle nose pliers. At least you don't have to pull the engine for that. I've done it successfully was out messing anything up.
We had a fleet vt365 wipe out a lifter. 6 weeks out of warranty. The dealer found the block was gouged up from the lifter failing so they installed a running complete. $18000 bill for that one. After threataning a lawsuit navistar covered most of the bill.
that was the best video u made bill . funny as hell. lil lifter just causes all these problems aww man thats some funny shit keep up the videos i wish i lived in nj i would work for u for free
Had this exact same problem bill... Spent around 2k on a new hpop, injector rebuild kit, oil rail cups and seals, dummy plugs and standpipes, a couple injectors.. Only to realize I was getting no base pressure
and you never bothered to check the oil filter to see if oil was being pumped first???
Yep gotta have the right tools.
good job. dam that would make me cry if i had to tell someone that had happend.
Jasper does reman them with over 30 upgrades.I have been told the 6.7 has 30,000 PSI out of the fuel injectors
Just ran into this problem. First thing to check on a ford 6.0 no start is oil in the oil canister on the top of the engine; drain what is already up there and crank the enginee a little to see if the low pressure oil pump can fill it. If that is good, try the same thing with the fuel filter canister and make sure you are getting fuel. Turns out one dealership told me that the fuel tanks delaminate and push junk through the fuel lines.
When I go to Kettering U to learn engine design I'm going to make ease of maintenance a top priority.
We get 6.0 trucks at the shop from all years. For every one person like yourself that has these huge problems, I can show you a 100 that have had no problems. You must have got a Monday truck.
My question would be, is there no screen in the sump to prevent parts that large from getting sucked into the pump?
I have worked on a fleet of Ambulances for about the last 10 years.... all through the hay day of the 6.0..... I think pretty much every engine failure we have had has been a failed lifter....
Love this video.. I was laughing the whole way through it... still laughing... lol. OMG, all that for a damn lifter! I am considering a 6.0 project this winter for my truck.. maybe/maybe not. I definitely want to do it right. Coolers, pump, radiator, EGR, turbo (verify variable vanes are working correctly). I currently have loss of power and slight overheating(engine) while towing up hills only. I hate it! Thanks for all the GREAT videos.
@1998F150WES Be very careful because a sticking injector can burn a hole in the piston under load.
With gas engines from ford and GM easily running 300,000 miles and costing 4500 tops to replace,this is disgusting,the roller on the lifter is clearly too small,and overspeed eventually shortens the service life,that's the thing I don't understand about the Navistar diesels, they should have overdesigned head gaskets and bolts,overdesigned lifters and seals,and larger than needed rod and main bearings so the owner gets a minimum of 250-300k without tearing into the engine. I feel bad for people who bought a 6 liter,and had these issues.
but it's a consumer duty engine. Everything is built to a price. International makes some seriously over built diesel engines that will go over 300k miles easily. Look at the 466. Huge, heavy, overbuilt, and reliable. But it only makes 260HP in serious duty applications. Why? HP KILLS. The less HP the longer the life. So if you want a long life diesel, go buy a true industry light duty truck. Not a consumer grade. It might make the same or less HP and require 5+ gallons of oil but because of this is will run for many many miles.
@powerstrokehelp used to be in auto shop. teacher had a vt365 and he used to work on all of them. he said a handful would blow the head gaskets. same reason as the Ford 6.0
Its very well designed! Its just not well designed
This is how I have to explain the 6.0 6.4 and some 6.6 duramax trucks to people, spot on.
@@firsttimediesels6289 impressive on paper but not on the road.
@MALamborghini The year has little to do with it. It is more important how the truck is driven and how well the service has been kept up. I had a 2003 with a 2002 build date (the supposed really bad ones) in the shop for a new motor. It had 492,000 miles on it. One owner, with a big Baldwin fuel filter and a coolant filter. He claimed it never had any work done to it.
Did the oil pickup screen not catch the roller pin? Or do 6 litres not have screens before the pump lmao
Man, 11 years already. I saw this back when Bill still had color in his hair.
@Kurtanius21 All my family are in the teaching fields from my grandmother to my uncle and my father. It runs in our blood.
I could listen to this guy talk about anything
love the vids. they are very helpfull, thanks
I don't care what you say this is a terrible design, the more I watch your videos the more I don't want to own a constant maintenance ford diesel engine.
I have a 93 ford 302 v8 with 243,685 and going up something unheard of with these newer motors that cost 30 times more. I think I'll stick with the gas engine a lot less cost!
impleasen ford/navistar has a good design said no one ever jajaja
A lot less cost, a lot more reliability but a lot less power.. it all comes down to which of the three you can live without. power, reliability, or cost. you can't have all three
impleasen I have over 200k on my 6.0 no major issues hop off the band wagon and do research before making yourself look like an ignorant tard
I have been worried one of the lifters in my Chevy LS1 engine has come close to being like that.
I'm a GM man which is Holden in Australia,I know when Ford manufactured the 250 cubic inch crossflow six for the Falcon & Cortina,they made it hard to change the ignition timing on them because the distributor & ignition coil was located underneath the exhaust manifold which could mean "burnt hands" when adjusting the ignition timing.
I've heard of a story in one of them that the fuel tank,rear bumper or something needed to be removed to replace a lightbulb in a Ford,in the LS1 engine, the cylinder heads do need to be removed to change the lifters but the transmission or engine doesn't have to be removed.
In Australia, a Holden always has had the reputation of being an easy car to work on than a Ford,the Holdens are easier to work on now to the point that my grandfather does his own oil changes,etc on his 2005 model Holden VZ Commodore which has the LY7 (Alloytec) V6 engine in them & has about 309,000 kilometres on it.
That's considering that he lost 1/2 of one of his index fingers in the radiator fan when he was trying tune the engine up in the 1979 Mazda 626 that he bought for my grandmother,that was back in the 1980's when the cars still ran points ignition,carby & had adjustable valve tappets so he thought he better get a mobile mechanic to tune that one up.
Russell Booth LS1 engines are much more simple than this. This is just ridiculous. Ford guys like to rag on GM for outdated technolgy, but their engines are always a favorite because they're simple and they work.
just to change the lifter? smh makes ya want to kick the engineers asses, lol
Wow that is nuts. but a failed lifter will lead to a motor rebuild no matter what when it rides the cam and breaks the way this one does. The odds of getting all the metal out after a break like this is slim without a complete tear down.
ford and there better idea's haha good videos keep em comeing can't wait to learn bout the 6.7 when you get one in
I'm in the process of getting my 6.0 rebuilt what was the total price for this repair if you don't mind me asking so I can get an idea of what I can expect to pay.
Uh, sounds like good info to have BEFORE you began. And if whomever is doing the work couldn't tell you, ahead of time, how much it would cost, they aren't experienced enough to do that sort of work on that engine.
OOPS. You have to run the correct oil for your vehicle. You probably hurt a lifter. You will have to take it apart and find out what happened.
I have seen this exact same thing happen
That's just crazy! What's the cost of more than 30 hours of labour + new camshaft + new lifters + new oil pump. 7-8K? Got to be a lot cheaper to just go with the shortblock and install the rest by yourself. For those who are able to do that. Of course a bit different if the vehicle is used in a business, where repair time is of the essence.
+Burger Birger It would be cheaper. A LOT cheaper. But the shop needs money. If they do the repairs that money goes in their pocket. IF they buy a short block, they lose all of that money that could have been labor. Sad but true.
Love ur vids bud
ford says under no circumstances should you remove that hub. if its removed, the procedure is to replace the crankshaft.
+SapperJohn A Ford Sr. Master Tech removed said hub from my motor, put it back on, and my motor runs just fine... dont ask me how but he said he had a way to do it.
Both are right.. If your experienced and have the right tools you can probably get away with it but it's better left alone.
@FoxRider746 Lifter failure is not common.
I'm having the exact same issue, it will be the last ford I ever buy
Had a fleet of 6.0 and 6.4 diesel trucks 450 and 550 S .Sold all of them and replaced with v-10s and never looked back.some have 250,000 and no problems yet other than water pumps altetnators normal stuff and gas is cheaper.dont quite have the torque but have the reliability.just my 2 cents
how much did all this cost vs buying a new block and proceeding that way? i would imagine this was cheaper or other wise you wouldnt have went through all this just to charge a customer more money.
Just found your channel and have watched a couple of vids. Looks like you run a very good shop. Was wondering since you stated it was missed diagnosed from the beginning did you charge the customer full price?
Thanks man very interesting.
208k and the HPOP sump screen doesn't have a single torn panel out of it? If that's the original screen, that's impressive.
I would trust you too fix mine, always extra fee's @ Dodge! no more dodge for me!
+r bull HAHAHAHA!! Greatest quote ever! Knowing that these 6.0s are total trash, and Cummins are solid as a rock, you chose to say Fords are better. Nice job dude. Nice job.
A couple of questions. Have you noticed any damage to the area that the lifter rides in? What are my chances of NOT replacing the CAM shaft and just accepting that the enginee will not run as strong? I would suspect that if the bad lifter corresponded to an intake value, then that cylinder would just not provide as much power, but the enginee would run OK. This notion assumes that the cam lobe in question is reasonably smooth and not chiped and pitted.
Im not a ford guy but I like your videos. I wanted an 2014 F450 at first but after doing my research.... it seems that the Ram 3500 had the cheapest cost of ownership and durabilith. The GMC looks nice. but thats just for show..... I also hear it is a maintenance headache... Still want an older ford as a daily work truck to keep the miles off my ram.... what would be the best year/engine combo to get?
6.7L is worth buying. Ford ditched Nav/Int. and designed their own engine. 6.0 and 6.4L though walk away from all of them out there have too many miles are and are a time bomb for one of these extremely expensive failures.
Its' designed to be serviced by dealers mainly and that = lots of repair $$$$ for Ford.
4000.00 labor for a 40.00 part
No it was designed by international to go into a school bus... ford had to fit it into the truck the best they could
@brainklean Wow really. I have spoken to several international techs over the years and they have said that the VT365 is somewhat more reliable in the international configuration. Have you found this to be true? What failures have you seen the most?
Of course I'm mad that to change a failed lifter in an LS engine, yhe heads have to come off.....but at least I don't have to pull the engine and then take the whole GD engine apart to change ONE collapsed lifter
Seems like these are designed for commercial/industrial usage, full depreciation @ 7 years or less, to tolerate this kind of
design/failure mode.
Tim Ewa I think that's the idea behind it. So it's "user friendly", but it's not "service friendly", the thought behind it being the user doesn't service it, and if it needs service, it won't be in use any more. Or in other words: Planned obsolescence. Maybe with a side order of: "Let's help the repair shops survive by giving them an extra amount of work" (but I'm sure most won't appreciate it).
At my job we had a contractor that had a delivery van with one of these engines (The International version VT365). The engine wasn't designed to go 75+mph long term everyday as his route made him travel 100 miles round trip everyday. After a couple of engines and an occasional head gasket along the way (since it's hot in Arizona). He went with Cummins.
i'm hoping the owner scrapped that engine and went for a rebuilt with ARP head studs and a upgraded EGR or EGR delete. I have a 2006 F350 and it's been nothing but trouble. Love the truck but the engine is the weakest link
If it had 6.4 push rods would it have failed??
What is meant when you said a short block that Ford would put a short walk in this motor and would not Terric completely down is a different motor or is that some type of repair item that they come up with
+drwombat What he meant was, a dealer would buy a short block, which is all new lower end of the engine, and put the top end, fuel injection etc from this damaged motor on it. Which would clearly be a better/cheaper way to go, but the shop would not make the money, instead Ford would. That is why the shop doesn't do it that way. They want the 4500 dollars in labor in their pocket. Typical.
I have the same problem. What did repairs cost?
They designed this engine as though they took it for granted a valvetrain part wouldn't fail. If you think about it how often do lifters come apart like this one. Just a freak accident here. I can see that 200,000 + miles on these is like 20,000 miles on a gasser.How much lubricity does diesel fuel have in terms of bore and ring wear?It seems in Spot the shop truck that's the case in the bores still having the honing marks after 700K miles.Diesel must act like Marvel Mystery Oil on bores +rings.
I think I'll stick with the GM gen 3 and 4 gas engines, simple bulletproof designs. Even the Duramax is an easier engine to work on.
@brainklean Do you see head gasket failures in the vt365 very often?
It seems like the longer he’s worked on 6.0s the more hair he’s lost lol
Just stick with a 7.3 liter I can't believe the 6.0 I have one no starts left and right bought scanguage x still can't diagnose the problem?! 7.3 starts right up everyday change the oil and filters and never have a problem
Scan gauge can diagnose no starts every time.. you just have to know what to look for
wow thats unreal!
That's one thing I will say is ford tends to make there stuff non user friendly
New engine or swap at that point
since when is a motor is built so when one small part breaks it takes the whole thing with it
All of them are that way pretty much... some are less likely to happen than others but any of them can have catastrophic damage from just a small part
Thats the problem nowadays man. everythings designed to be used up and thrown away. not rebuilt
Holy crap! He has hair!
you know alot about your power strokes do you know anything about the 7.3 idi diesels
My F-350 6.2L Super Duty may not be as powerful as these Diesel Engines... but my gas engine is less expensive to fix...
Walter Kiel I have a 6.0 and 7.3 love both. If I want a new superduty I'll be getting a 6.2 simply because the 6.4 and 6.7 are insane to work on yourself.
How much did it end up costing?
How common is a failed lifter? I'm looking between a 7.3 and a 6.0 right now, i really love the 6.0L and am leaning towards it because of the performance but don't want to have a 20K + paper weight.
I've seen quite a few vt365's do this.
is that a shopping cart cut in half? lol
Burton Bao lol I was just thinking of how clever that is
Had to make some custom tools
would you do work on duramax?
Thank you for pointing out that these wonderful collage boy engineers really know nothing about what they design. They should be required to work on the floor in the field of their engineering degree like an internship! Minimum of 5 years before they can hang up their shingle and working as an engineer designing things. That way they can find out about how hard it is to work on some of their big ideas that should be easier to work on. Firs of all they should learn the KISS System, Keep It Simple Stupid. Then they should learn not to listen to salesmen with new plastic parts claiming that it will cut the cost of their product. Then they need to use standard parts instead of reinventing the wheel! Engineers, just another name for a dangerous collage boy with a diploma that doesn't have enough common sense to wipe their own ass!
Shit well this just happened to me yesterday !