I heard you say they won't run without oil and was like nope wrong motor. Lol. I've unfortunately seen these running on extremely low oil because of blown pistons or turbos. Other common issues on these.
Perhaps if it is not a design fault of the pump housing and/or the impellor then not using the correct coolant with the correct additives to combat creation of "bubbles" in the coolant can also be to blame as right there at the entry to the water pump is the maximum suction.. with the creation of "bubbles"... and cavitation erosion is inevitable.
The front cover damage is from cavitation. The pressure in these areas is so low that the liquid boils and creates bubbles. When the bubbles collapse, they create little shock waves that damage the housing.
@Hamncoffee I've been into quite a few Power Strokes, and all the Internationals do this. It is 100% due to improper coolant. SCAs are nitrates which prevent cavitation, HD diesel engine coolant will come "precharged" with SCA or similar anti cavitation additive as its a HUGE problem on large diesel engines. Anyway, when I do Power Stroke water pumps I will repair the pitting with what Caterpillar calls Bellzona, it's 2 part epoxy like JB weld, then flush the cooling system and refill with HD diesel coolant. No more issues.
It's called cavitation. A sudden change in water pressure creates little bubbles. The bubbles can explode with enough force to damage metal. It's actually a big problem for ship propellers.
I read this just as I started to watch this guy for the first time. I wasn’t sure what you meant until he started taking it apart. And this definitely replaces my Saturday morning cartoons that I watched 50 years ago. Lol
My wife and I love watching these videos. I dabble in some car repairs but certainly not a mechanic. My wife’s father was a mechanic for years and even though she usually didn’t like watching car videos with me, these are a mix of fun, entertaining and educational. Thanks for all you do! 😊
Sir, as a former OSHA inspector, I believe your PPE near the beginning is, in fact, NOT the correct double-walled cardboard box necessary for safely completing your job task! That damage inside the water pump housing is severe cavitation damage. I have not seen cavitation that severe in an automotive environment before. Very impressive! Tiny bubbles bursting under pressure create shock waves in the thousands+ of PSI range, and it's like setting off millions of microscopic bombs. This can be caused by bad impeller and/or volute design, improper coolant, or lack of maintenance. The fact that the aluminum housing was damaged and the plastic impeller was not is the inverse square law in effect.
also, any blockage in the EGR system on these (which was common) can cause hot spots and overheating also resulting in cavitation. And the driver may not know the damage is occurring.
I know the osha rated protection is tripple layered cardboard like IKEA uses to ship partical board furniture.. personally I cut eye holes in a plastic recycle bin, then wear womens clothes because then I feel pretty...😮😮
There is a HUGE reason why those engines only came out for 2 years. The trucks were nice, A LOT nicer than the previous 6.0L trucks but hose engines, GOSH! Everytime i see one on the road, i say a prayer for that driver..
@@KevinJames-yg9eu I suppose if you ignore the massive lawsuit between Ford and Navistar, the complete dissolving of all of their corporate relations, including their medium duty truck business together (Blue Diamond Truck Co.)... and the fact that the 6.4L was a completely modern truck engine design with a common rail injections system that both Ford and Navistar had planned on using for the foreseeable future.. until it was revealed how terrible it was. Oh, and the fact that most manufacturers passed 2010 EPA standards by adding more aftertreatment. Little was done engine side.. ULSD was also mandated, hence poor lubrication in modern diesel fuel systems. International themselves replaced these junk engines with Cummins diesels (B6.7 and L9) in their medium duty trucks, which is still the case... yeah, sure, it was because of emission standards.
Ford/Navistar upsized the water pump on the 6.4 compared to the 6.0 and spun it faster. The cover and cooling system was poorly designed and couldn't supply coolant fast enough to the pump, causing it to cavitate - or form air bubbles from the vacuum it pulls. The air bubbles collapse and eat away at the housing. The issue was so bad, that in F-450/550 trucks with 4.88 gears where the engine spun faster at highway speeds, it would eat completely through the front cover and fill the engine with coolant.
@@mrtopcat2 Well the bubbles that form the cavitation agent working on the metal of the housing form off the very tips of the impellor blades... which means the bubbles are created beyond the impellor tips... so no wear on the impellor whether the impellor is plastic, stainless steel or bronze....
There is no "air" involved. It is water vapor from localized boiling. The issue is common on pretty much every Diesel engine built after 2004 due to the additional coolant flow and pressure demanded by EGR coolers, EGR valves, water-cooled turbochargers, air-to-water charge air coolers, heated crankcase ventilation tubes, etc.
The front cover erodes from cavitation of the coolant. It is because of the larger diameter of the water pump impeller. This is a very common issue with the 6.4, Ford's fix was to put an anti-cavitation additive into the cooling system.
@@russellstyles5381 The major culprit for the cavitation on these is actually from the crappy EGR cooler that sits right in front of the water pump. All the cavitation damage I have ever seen on these is on the side where the EGR cooler sits.... Every truck i have ever had come through that was deleted early in their life has little to no cavitation damage. The 6.4 was an utter failure from International..... And glad they only lasted 2 years.
@@YouvBeenThumped Ya really was a POS that boat anchor was all internationals doing. After Navistar lied to MAN about the applications for the 6.0L they washed their hands of the situation and it shows..
Eric, absolutely love your channel. Your honesty and sense of humor forces me to rewatch your older videos and look very forward to your Saturday installments. Keep doing what you do! 😊
When you see a pattern like that on a diesel piston, it has a bad aftermarket tune. That’s the fuel spraying outside the fuel bowls of the pistons. This was owner error.
The vast majority of diesel failures are entirely tune related. Both Factory and aftermarket. In this case it was obviously caused by the owner pushing WAAAYYY more fuel than should have ever hit those pistons at once. That being said I'll bet the guy swapping the Cummins in is gonna hate those too after a blown head gasket, cracked rings etc...
IMHO, that is the main issue with these engines. They were capable of making so much power so easily it would just wreak the engine. Yeah they had issues but if deleted and otherwise left stock they weren't that much worse than the 6.0 anyways.
@sstroh08 but nah I want to make u00 horse power looking ass here got a tune and said all done if you want more power you have to build it doesn't look like the guy 2ho had this core previously understood that
Over a hundred views in 3 minutes, movin' on up Eric! Thanks as always for the great entertainment! Edit: nice close-up shots of the piston launching, lol.
Eric- these engines dump a ton of fuel into cylinders 7 & 8 to raise EGTs to 'clean' the exhaust filter. Mine goes into a 'cleaning exhaust filter' cycle about every 500 miles. The extra fuel cleans the cylinder walls and causes an obvious lack of lubrication. What brianiac at International thought that was a good idea? I want to start by saying that I am not a fan of these three-year engines at all. Regardless, I bought a 2009 F350 SRW 4WD with 114k. It still has the stock EGRs, DPFs, and no tune. Service records from Ford dealerships showed that the two previous owners changed the engine oil 25 times before I bought it. That averages to 4560-mile intervals. First thing I did was install a Sinister Coolant Filtration System Kit and Mishimoto Baffled Oil Catch Can Kit to hopefully prevent the two big issues from taking the engine out. Although the manual says 10k oil change intervals, I won't go over 5k and I use Motorcraft Super Duty Diesel engine oil. I did not use the coolant system flush stuff because I feared dislodging some crap and clogging the EGRs, but I filled and refilled the system five times before vacuuming the system down to 24 kPa (to remove all air to limit cavitation) and refilling with Ford Fluid VC-7-B Gold Concentrated Antifreeze/Coolant. I have been pleased with the truck. Granted, my 2018 Ram 2500 with the 6.7 will outperform this truck all day long. But, it is a nice truck to go off road with and not worry too much about scratching it up. It came from the factory on 20s and everyone loves its aggressive stance. Would I buy another one? I think I have the unicorn, so no.
I assure you that the bean-counters at Ford were the only people who thought that in-cylinder dosing rather than a separate doser downstream of the turbochargers was a good idea. These are the same geniuses who didn't want a downstream exhaust gas temperature sensor, resulting in the fireballs coming out the tailpipe when regeneration failed.
ED scared too, my 6.4 is deleted. is engine still getting extra fuel to 7 & 8? i know where a 2004 f350 is for 16k with 125k miles, but why would i want another? my ford gets 10 miles to gallon with performance injectors, it had a tuner but i couldnt get it to work. dont know what tune was prev. it has 175k. miles.
Ran across channel months ago. Always enjoy the tear downs and the added humor. Oh and might we have a moment of silence for all the poor, perfectly good, used water pumps 😔
Keys to 6.4 longevity: 1. Dpf eliminate 2. Egr eliminate 3. Regen eliminate 4. Downpipe upgrade without egr provision (can't get these anymore) 5. Coolant filtration 6. Clean or replace MAP sensor every 50k miles 7. Fuel filters every 10k 8. Clean EPB sensor every other oil change. 9. Keep coolant full and check the cap (many of the caps were faulty from the factory) Some of these items are illegal and it's a shame that this engine came with so many grenades pre-installed. The logic being an engine that only lasts 80k from the factory is good for the environment. Thank you EPA!
For your strap down job to get those last head bolts to break loose, the old adage "if it works, it's not stupid". And considering how sturdy those connecting rods look, to have totally dynamically removed on from the engine, I would believe that the engine was not immediately shut off when it started playing its swan song.
On the 6.0 and 6.4, if the wrong oil filter/oil filter cap is used, it will not seat correctly in the oil filter housing, and not opening the check valve in the bottom of the oil filter housing, the oil bypasses the filter, causing oil related issues with these engines. It is always recommended to use OEM oil filter and OEM oil filter cap on the 6.0 and 6.4
I have the bulletproof diesel oil filter. It's the size of a caterpillar oil filter behind the front bumper. It has a huge oil cooler. My 6.0 has been to bulletproof diesel in Mesa Arizona and had the works done. Couldn't be happier with a diesel.
I installed a crate motor for a bad one, maybe 2012. You always remember the bad stuff. It was a maintenance issue, full of sludge. The replacement was a reman from Ford. It was leaking coolant into the combustion chamber at start up. Heavy white smoke. I pulled a head to check after taking it back out, and you didn't need a feeler gauge under the straight edge. Day light was visible.
Hey Eric... I'm just letting you know that for the last year I've been watching your channel... I do so at 1.5 playback speed and I understand all of your dialog and understand everything you teach me, for what it's worth. Please keep up great content 🎉
Hey Eric. Thanks for the now years of entertainment and learning. I never miss an episode. Wishing you and the family and the shop a Happy Thanksgiving.
I know little about diesels but ì'ď got a Cummins. I’ve seen a million mile Ram with a Cummins. I know this isn’t the nořm but friends with them getting 300-500k miles speaks volumes.
Eric, I enjoy watching your videos. I'm just a hobbyist wanting to learn how the new (post 1970's) crap works. I have a 1966 Ford Galaxie with a 460 and a1979 ford F150. My friend just got a 1979 Bronco. It's currently a cold snowy morning in eastern Idaho, and I'm looking forward to staying home for the long weekend. To get to my point, I'm typically not interested in outdoor activities this time of year. After watching this video, though, you've motivated me to reach out to my buddy to see if he wants to work on our trucks this weekend. I just want to say thank you for that!
With a tune, these engines will be the fastest truck in the neighborhood... for about two weeks. Then it'll break. These engines make a ton of power on just a tune though.
I live in the mountains of Colorado and know several people who’ve had good experiences with the 6.0/6.4 powerstroke…but they ALL have been deleted/bulletproofed/properly maintained and tuned. The 6.4 sounds AMAZING and makes great power when properly deleted. Also can last a LONG time, but often that’s not the case.
Unfortunately, it seems a lot of Ford owners' idea of tuning is dumping as much fuel as humanly possible so they can shit a bunch of soot on the car behind them. Glad there's still people who know how to tune a diesel out there
Is it really a good experience when owners of other diesel engines don’t have to do those things and still have a good experience with them. I mean it’s making it work but still.
On the top of the pistons, these should all be circular cavities. When you see the type of distortion that you showed, it usually means that the engine has been 'tuned' and is spraying extra fuel at the wrong time during the combustion cycle.
although I doubt that's what actually took this one out that WOULD have done it at some point in the future. I knew as soon as I saw the color and look of the oil that this engine was "tuned" lmao. It blows my mind that people refuse to correctly tune diesels, but would rather mega blast fuel into them and think that it makes more power.
I worked for Navistar from 2003 until 2013 and I can tell you this... the 6.4 produced for the exempt and export market had absolutely ZERO emissions related systems on the engines or the vehicles they where installed in. Even though it was fundamentally the same engine as the engine with emissions, these exempt engines would all go on the lead long lives and nowhere and I mean nowhere near the problems as the engines that had emissions systems. It was the emissions system, related computer programming, and obnoxiously hot exhaust temperatures that would kill these engines. Internal company code for this well know problem was called "thermal events" this mainly referred to the fact that these engines would often blow flames out of the exhaust.
I bought a new 2009 F250 with the 6.4. Drove it for only 50,000 miles. Traded it in on a 2015 F150 before I had any problems. It was however the most expensive truck I ever owned for maintenance. The person who bought it from the dealer had well over 25,000 in repairs. I dodged a bullet on that one. While I owned it, I was really impressed with how quick that truck was. Too bad they just didn't engineer it very well. I will never buy another Diesel.
Yeah, unless you absolutely need a diesel I would never buy one either. You need to have a good mechanic, or live by a diesel specialist shop who knows the weaknesses of the various engines and works with you to fix issues before they end up costing you downtime. The emissions systems have basically ruined diesels in the US, especially if you live where you have to keep the systems intact.
I'm not a Cummins FAN BOY,But I've owned a 6.0 powerstroke, spent about 12k to BULLET PROOF it,and then bought a 6.7 Cummins, deleted it,and what a world of difference!!! Cummins ALL DAY,EVERDAY!!!
The erosion is from what is called cavitation. You can sometimes get it in pumps. When a poorly designed pump runs, it will create tiny little vacuum bubbles. When they burst, they will remove tiny bits of the housing or blade.
It's not necessarily a "poorly designed" pump. It's a pump operating outside its design parameters, such as worn-out coolant, low coolant level, or a failed pressure cap. Most EPA 2004 and newer Diesel engines have water pumps that are living on the edge of cavitation due dramatically increased cooling system demands from EGR systems and water-cooled turbochargers, among other things.
Uh oh! Extra crankcase ventilation! Malace in the combustion palace! Free the water pump! Blue! Break out the cardboard box, flying parts inbound! "It gonna be fine, like a Kia Soul 2 liter"! ERIC'S ENGINE AEROBICS!
I'm not sure if you've ever done it before, but I'd love to see an episode where you broke down and engine shared the value as you pull off the parts. I know the possible sale price of parts doesn't mean they'll see quickly, if at all, but it would be super interesting! Anyway, keep up the good work, love watching all your different types of videos!
Awesome, when I clicked the thumbs up button, it rolled over from 4.3k to 4.4k. There is something very satisfying about seeing those numbers roll over.
I’ll never forget when these things first came out, there was videos on the internet of them spitting flames out the exhaust. Idk why, big recall if i rememeber correctly
Ford in their infinite wisdom/cheapness decided that they didn't need to measure the oxidation catalyst outlet temperature to determine if the extra fuel being injected to regenerate the particulate filter was actually igniting. As a result, the ECM would blindly dump fuel into the exhaust, and if it didn't ignite, it filled the exhaust system with raw fuel. Then when it finally did light off, it could melt the catalyst and filter substrates, sending fireballs of molten exhaust system internals out the tailpipe.
@ ugh, of course they did. I remember seeing those trucks brand new in 08/09-right in the middle of the recession-and I rememeber being envious, bc those new super duty’s were beautiful, but then saw that video, and I’m like “meh, thought this motor was going to be better than the 6.0😬😬”
Cavitation Defined: Cavitation is the formation and accumulation of bubbles around a pump impeller. This tends to form in liquids of any viscosity as they are being transported through and around a pump system. When each of these tiny bubbles collapses or bursts, it creates a high energy shock wave inside the liquid.
When that 6.4 hit the market and for a handful of years after it left production, it was the engine to have. The compound turbos allowed these things to push 600-650hp to the wheels with the easy 3 mods of intake, exhaust, and a tune and they would hold that 600hp fairly reliably for awhile. Squeezing more out of them of course required significant investments in fuel delivery. As for reliability they did fall to some of the same flaws as the 6.0, but an egr delete and coolant bypass filtering would solve the biggest issues, and those aren't expensive. The 6.7 is the obvious winner for best diesel from ford, followed by the 7.3. but I would still comfortably put this engine in the number 3 slot. They are a fuckin riot to drive and even more fun when they get all jacked up on Mtn. Dew.
My diesel shop doesn't even like working on 6.4's They actually like the 6.0. all the flies are easily addressed. They said the 6.4 is impossible to address all the flaws.
Hi Eric, As well as cavitation, the pitting can also be helped by stray current leakage where the cooling system acts as an earth for some electrical components. This is becoming more common, Cheers, Bryce 🙂
I would love to have a high quality recording of one of these engines sending component parts to Valhalla... Possibly with owner screams in the background...
My 2 favorite trucks I’ve owned both had 6.4’s and my second one had 370k on it when I sold it and it’s still running around years later. Never ever had an issue on either. I do all my own work and maintenance and researched them top to bottom. Don’t use my experience as a decision to buy though 😂. High probably you won’t have the same luck.
It's not luck when an engine is maintained and not pushed with a tune. It's also not luck when an engine where those things are not done craters. These are cause and effect. No magical beings made these choices.
@@RowanHawkinsmine was tuned and driven very mildly but spirited sometimes too. The piston cracking, cavitation, lifter failures, k16 failures, melted pistons, rocker arm failure were hit and miss. No maintenance or driving style prevented it from happening. It just did or it didn’t deleting was a huge benefit for these engines though.
The technical term for what causes pump cavitation is "insufficient net positive suction head". I know... it sounds dirty. When suction pressure at the pump inlet falls low enough to cause the water (or coolant) to flash into steam (not air) as it enters the pump, it causes erosion in the pump inlet, volute or impeller. It's characterized by a rattling sound (probably not audible in a Diesel) like there's rocks in the pump. Probably has something to do with the variable speed of the engine. Maybe a pump design flaw.
This is exactly why I put prolong engine treatment every oil change in my 6 liter power stroke 140,000 miles so far and still running great I also use prolong transmission treatment I think it is a great product 👍👍
@@22pcirish I always put the finest snake oil in my car. I actually have 150k miles and all it's needed is a wheel bearing! Engine is perfect thanks to the refined ultra pure snake oil.
Another PowerJoke bites the dust. While I getg paid to work on em, I hate the hell out of em. Eric, even the "Corporate Engine" has weaknesses. Look at that printer's ink for oil!! The previous owner of that boat anchor deserved the bill to replace it. Pump housing wear caused by cavitation.
It really is a good engine for the originally designed use and power levels. It was horribly let down when Ford told Navistar how much power they wanted with the newer emissions requirements and Navistar responded with "More boost and fuel pressure. It will be fine. No need to change anything else or test it."
The problem is that the 6.4l is a weak bottom end! I will say specifically the problem is the connecting rods are the weakest link on them. They either tune them and with lack of maintenance it just grenades every time. The regeneration mode on those motors doesn't help with the extreme heat that they are dealing with on top of the tuning. I know people who have these trucks and no tuning plus 4k oil change they are running strong at over 450-500,000 miles on their trucks. All in the money 💰 investment to tune them. Got to upgrade the engine and internal stuff if you tune them. If not the only result is what you see here. Great evening to you and your family Eric
I have a theory that engines have a certain amount of life and when you tune them for more, you are trading life for performance. This is their choice, but they shouldn't whine when their choices have the expected results.
PowerStrokeHelp on UA-cam had a pretty good bulletproofing program for the 6.4L. Bill Hewitt (RIP) always talked about them in the most colorful language.
@@bigdogweigand I consider that channel to be a must watch for anybody who wants to know more about diesels. Even if one is not a Powerstroke owner, his explanations about diesels are important.
I worked at an International dealer man let me tell you how many maxforce 7’s I saw. The outcome was always the same longblock or full swing they’re terrible especially when left alone with emissions intact.
The water pump housing damage is cavitation from the water sheering between the impeller and the casting. It's why it's so much worse on the housing where it can't rotate, versus the impeller where the damage can be spread out along all the impeller vanes as they go past that one spot. You'd have to re-design the impeller and housing to try and solve that. Similar kind of damage happens to boat props.
I have always wanted to love the 6.4l since i discovered it existed but i find it hard to do that without completely rebuilding everything and going oversize on intake in the block
Eric, please try to get one of each of these engines. I would love to see you tear down a 2.4 SRT4 that came in the 2003 Chrysler PT Cruiser GT with the aluminum intake. If you can get your hands on one. Also the 1.8 that is in the 2016 Chevy Sonic. Great video as usual.
I'll be honest. I LOVE my RX-8 and the Renesis engine. Yes it takes at least one cigarette to warm it up before I put it in gear. And having to worry about Apex seals is something that enters my mind, but going around a corner in 3rd gear at 8,000 RPM is something that I haven't been able to replicate in any other car.
Eric, for the love of God buy a slide hammer kit with an adapter that allows you to put vice grips on the end. No more stubborn stuck dipsticks with that tool. We use them to remove injectors ( with a special gripper tool) on some engines when the OEM removal tools don't work
The timing cover erodes due the high flow of coolant being pulled in. The 6.0 and 6.4 do this and there is a guy in NJ that makes custom timing covers for both engines from stainless steel.
Howdy and ANOTHER Great vid,first I can't imagine the sound of that carnage when that let lose! I cringe at fingernails on a chalkboard, second you beat me to it when you removed the cam,I said don't nick a bearing and then you....
5:26 - Yeah, that's turbulence erosion maybe with a bit of cavitation to help it along. (If it was purely cavitation, I'd expect it to be over a larger area.)
So, I was wrong, and I guess I totally overlooked the fact that this engine has a HPFP, and not a hpop. Now it makes sense why this engine was so bad.
I heard you say they won't run without oil and was like nope wrong motor. Lol. I've unfortunately seen these running on extremely low oil because of blown pistons or turbos. Other common issues on these.
Yup this is a common rail fuel system
5:25, looks like erosion from cavitation.
That engine is a copper mine!
Maybe the bearings came from the same place the exhaust manifold came from?
That erosion in the water pump housing is cavitation.
@@timothyball3144 pitted volute!!!!
Perhaps if it is not a design fault of the pump housing and/or the impellor
then not using the correct coolant with the correct additives to combat creation of "bubbles" in the coolant can also be to blame as right there at the entry to the water pump is the maximum suction..
with the creation of "bubbles"...
and cavitation erosion is inevitable.
This is the comment I was looking for
Just like the spillway at the hoover dam.
Yup. Some diesels require a certain additive to the cooling system to prevent that.
My older (94-1/2 First Model) Powerstroke did.
The front cover damage is from cavitation. The pressure in these areas is so low that the liquid boils and creates bubbles. When the bubbles collapse, they create little shock waves that damage the housing.
Seems like water pump design would not be such a mystery after so many years of internal combustion engines. So strange to have cavitation.
@@billincolumbia
@Hamncoffee
I've been into quite a few Power Strokes, and all the Internationals do this. It is 100% due to improper coolant. SCAs are nitrates which prevent cavitation, HD diesel engine coolant will come "precharged" with SCA or similar anti cavitation additive as its a HUGE problem on large diesel engines. Anyway, when I do Power Stroke water pumps I will repair the pitting with what Caterpillar calls Bellzona, it's 2 part epoxy like JB weld, then flush the cooling system and refill with HD diesel coolant. No more issues.
@@JohnSmith-pl2bk Thanks for the information!
That water pump throw was a STRIKE tonight. Good one.
Coming from a previous 6.0l owner, I didn't realize they made a worse version of the Powerstroke. That takes a special kind of talent.
6.4 is the absolute worst diesel from ford but also the coolest.
It's called cavitation. A sudden change in water pressure creates little bubbles. The bubbles can explode with enough force to damage metal. It's actually a big problem for ship propellers.
It's a much bigger problem for submarines because it makes a sound.
Water in the cylinders may be the tears of the former owner, coming from a former 6.0 owner.
Lmao
for the older crowd this is a good replacement for Saturday morning cartoons
Only for you backward people. Sunday morning here in Oz
I dunno, Smufette was hot.
@@superman60201 I was more of a snorks person
Wile E. Coyote may retire... PowerJokes are now Saturday morning new stars...
I read this just as I started to watch this guy for the first time. I wasn’t sure what you meant until he started taking it apart. And this definitely replaces my Saturday morning cartoons that I watched 50 years ago. Lol
My wife and I love watching these videos. I dabble in some car repairs but certainly not a mechanic. My wife’s father was a mechanic for years and even though she usually didn’t like watching car videos with me, these are a mix of fun, entertaining and educational. Thanks for all you do! 😊
Sir, as a former OSHA inspector, I believe your PPE near the beginning is, in fact, NOT the correct double-walled cardboard box necessary for safely completing your job task!
That damage inside the water pump housing is severe cavitation damage. I have not seen cavitation that severe in an automotive environment before. Very impressive! Tiny bubbles bursting under pressure create shock waves in the thousands+ of PSI range, and it's like setting off millions of microscopic bombs. This can be caused by bad impeller and/or volute design, improper coolant, or lack of maintenance. The fact that the aluminum housing was damaged and the plastic impeller was not is the inverse square law in effect.
also, any blockage in the EGR system on these (which was common) can cause hot spots and overheating also resulting in cavitation. And the driver may not know the damage is occurring.
Nice
I thought the real OSHA violation is he failed to pluck the ratchet straps and speak the sacred incantation, "That's not going anywhere."
I know the osha rated protection is tripple layered cardboard like IKEA uses to ship partical board furniture.. personally I cut eye holes in a plastic recycle bin, then wear womens clothes because then I feel pretty...😮😮
Once again, the cat has heard your intro and decided it's time to occupy my lap for the duration of the video.
There is a HUGE reason why those engines only came out for 2 years. The trucks were nice, A LOT nicer than the previous 6.0L trucks but hose engines, GOSH! Everytime i see one on the road, i say a prayer for that driver..
The HUGE reason is that the 6.4L was for 2007 EPA emissions requirements, and the 6.7L was for 2010 requirements.
@@KevinJames-yg9eu I suppose if you ignore the massive lawsuit between Ford and Navistar, the complete dissolving of all of their corporate relations, including their medium duty truck business together (Blue Diamond Truck Co.)... and the fact that the 6.4L was a completely modern truck engine design with a common rail injections system that both Ford and Navistar had planned on using for the foreseeable future.. until it was revealed how terrible it was. Oh, and the fact that most manufacturers passed 2010 EPA standards by adding more aftertreatment. Little was done engine side.. ULSD was also mandated, hence poor lubrication in modern diesel fuel systems. International themselves replaced these junk engines with Cummins diesels (B6.7 and L9) in their medium duty trucks, which is still the case... yeah, sure, it was because of emission standards.
Ford/Navistar upsized the water pump on the 6.4 compared to the 6.0 and spun it faster. The cover and cooling system was poorly designed and couldn't supply coolant fast enough to the pump, causing it to cavitate - or form air bubbles from the vacuum it pulls. The air bubbles collapse and eat away at the housing.
The issue was so bad, that in F-450/550 trucks with 4.88 gears where the engine spun faster at highway speeds, it would eat completely through the front cover and fill the engine with coolant.
Interesting that the impeller appears to be of plastic with no issues. Noteworthy information for choice of impeller material plastic vs. metal.
@@mrtopcat2
Well the bubbles that form the cavitation agent working on the metal of the housing form off the very tips of the impellor blades...
which means the bubbles are created beyond the impellor tips...
so no wear on the impellor whether the impellor is plastic, stainless steel or bronze....
There is no "air" involved. It is water vapor from localized boiling. The issue is common on pretty much every Diesel engine built after 2004 due to the additional coolant flow and pressure demanded by EGR coolers, EGR valves, water-cooled turbochargers, air-to-water charge air coolers, heated crankcase ventilation tubes, etc.
the lower the pressure, the easier it is to boil
Caterpillar coolant prevents this.
The front cover erodes from cavitation of the coolant. It is because of the larger diameter of the water pump impeller. This is a very common issue with the 6.4, Ford's fix was to put an anti-cavitation additive into the cooling system.
Typical. Use their overpriced coolant or suffer.
And here I thought only Hyundai/Kia’s fixes were half assed.
@@russellstyles5381 The major culprit for the cavitation on these is actually from the crappy EGR cooler that sits right in front of the water pump. All the cavitation damage I have ever seen on these is on the side where the EGR cooler sits....
Every truck i have ever had come through that was deleted early in their life has little to no cavitation damage. The 6.4 was an utter failure from International..... And glad they only lasted 2 years.
That was not Fords fix it was Navistar's fix, Ford just followed the manufactures directions..
@@YouvBeenThumped Ya really was a POS that boat anchor was all internationals doing. After Navistar lied to MAN about the applications for the 6.0L they washed their hands of the situation and it shows..
Eric, absolutely love your channel. Your honesty and sense of humor forces me to rewatch your older videos and look very forward to your Saturday installments. Keep doing what you do! 😊
When you see a pattern like that on a diesel piston, it has a bad aftermarket tune. That’s the fuel spraying outside the fuel bowls of the pistons. This was owner error.
The Made in China exhaust proves that to be consistent
"Smoke tune"..... 😒
The vast majority of diesel failures are entirely tune related. Both Factory and aftermarket. In this case it was obviously caused by the owner pushing WAAAYYY more fuel than should have ever hit those pistons at once. That being said I'll bet the guy swapping the Cummins in is gonna hate those too after a blown head gasket, cracked rings etc...
IMHO, that is the main issue with these engines. They were capable of making so much power so easily it would just wreak the engine. Yeah they had issues but if deleted and otherwise left stock they weren't that much worse than the 6.0 anyways.
@sstroh08 but nah I want to make u00 horse power looking ass here got a tune and said all done if you want more power you have to build it doesn't look like the guy 2ho had this core previously understood that
Over a hundred views in 3 minutes, movin' on up Eric! Thanks as always for the great entertainment!
Edit: nice close-up shots of the piston launching, lol.
The reason I love Saturdays even more !
Ur Ghey
Makes My Sunday evening this and a repeat then bed. Ahhh Bliss
In England this is our Sunday morning breakfast entertainment!
Eric- these engines dump a ton of fuel into cylinders 7 & 8 to raise EGTs to 'clean' the exhaust filter. Mine goes into a 'cleaning exhaust filter' cycle about every 500 miles. The extra fuel cleans the cylinder walls and causes an obvious lack of lubrication. What brianiac at International thought that was a good idea? I want to start by saying that I am not a fan of these three-year engines at all. Regardless, I bought a 2009 F350 SRW 4WD with 114k. It still has the stock EGRs, DPFs, and no tune. Service records from Ford dealerships showed that the two previous owners changed the engine oil 25 times before I bought it. That averages to 4560-mile intervals. First thing I did was install a Sinister Coolant Filtration System Kit and Mishimoto Baffled Oil Catch Can Kit to hopefully prevent the two big issues from taking the engine out. Although the manual says 10k oil change intervals, I won't go over 5k and I use Motorcraft Super Duty Diesel engine oil. I did not use the coolant system flush stuff because I feared dislodging some crap and clogging the EGRs, but I filled and refilled the system five times before vacuuming the system down to 24 kPa (to remove all air to limit cavitation) and refilling with Ford Fluid VC-7-B Gold Concentrated Antifreeze/Coolant. I have been pleased with the truck. Granted, my 2018 Ram 2500 with the 6.7 will outperform this truck all day long. But, it is a nice truck to go off road with and not worry too much about scratching it up. It came from the factory on 20s and everyone loves its aggressive stance. Would I buy another one? I think I have the unicorn, so no.
I assure you that the bean-counters at Ford were the only people who thought that in-cylinder dosing rather than a separate doser downstream of the turbochargers was a good idea. These are the same geniuses who didn't want a downstream exhaust gas temperature sensor, resulting in the fireballs coming out the tailpipe when regeneration failed.
ED scared too, my 6.4 is deleted. is engine still getting extra fuel to 7 & 8? i know where a 2004 f350 is for 16k with 125k miles, but why would i want another? my ford gets 10 miles to gallon with performance injectors, it had a tuner but i couldnt get it to work. dont know what tune was prev. it has 175k. miles.
Uncle Rodney has left the building.
Ran across channel months ago. Always enjoy the tear downs and the added humor. Oh and might we have a moment of silence for all the poor, perfectly good, used water pumps 😔
Stupid bot taken this good persons comment.
Keys to 6.4 longevity:
1. Dpf eliminate
2. Egr eliminate
3. Regen eliminate
4. Downpipe upgrade without egr provision (can't get these anymore)
5. Coolant filtration
6. Clean or replace MAP sensor every 50k miles
7. Fuel filters every 10k
8. Clean EPB sensor every other oil change.
9. Keep coolant full and check the cap (many of the caps were faulty from the factory)
Some of these items are illegal and it's a shame that this engine came with so many grenades pre-installed. The logic being an engine that only lasts 80k from the factory is good for the environment. Thank you EPA!
Also add don't let anyone just claiming to know diesels touch it with a 10ft pole if they have never touched them before
6.4 didn’t use DPF
@@71usmc Yes it did. it didn't use scr and def but it had dpf and egr
@@71usmc I think you mean DEF
For your strap down job to get those last head bolts to break loose, the old adage "if it works, it's not stupid".
And considering how sturdy those connecting rods look, to have totally dynamically removed on from the engine, I would believe that the engine was not immediately shut off when it started playing its swan song.
However once the song has started. Its always polite to hear it through to he end. 🤣🤣🤣
@@capnkwick4286 Perhaps this became a runaway diesel. Sometimes the turbos would fail, blow oil into the intake, and make shutdown impossible.
"just starting to hatch" priceless
No HPOP on a 6.4, that was the High Pressure FUEL Pump
Thank you, as a 08’ 6.4 owner that has had the cab off to replace said HP fuel pump, I was hoping someone would make this comment.
On the 6.0 and 6.4, if the wrong oil filter/oil filter cap is used, it will not seat correctly in the oil filter housing, and not opening the check valve in the bottom of the oil filter housing, the oil bypasses the filter, causing oil related issues with these engines. It is always recommended to use OEM oil filter and OEM oil filter cap on the 6.0 and 6.4
@@4literpowered Powerstrokehelp had a video where someone used a discount filter and it destroyed a 6.0 PSD.
I have the bulletproof diesel oil filter. It's the size of a caterpillar oil filter behind the front bumper. It has a huge oil cooler. My 6.0 has been to bulletproof diesel in Mesa Arizona and had the works done. Couldn't be happier with a diesel.
As long as you solve more problems than you create your doing alright words to live by
I installed a crate motor for a bad one, maybe 2012. You always remember the bad stuff. It was a maintenance issue, full of sludge. The replacement was a reman from Ford. It was leaking coolant into the combustion chamber at start up. Heavy white smoke. I pulled a head to check after taking it back out, and you didn't need a feeler gauge under the straight edge. Day light was visible.
Hey Eric... I'm just letting you know that for the last year I've been watching your channel... I do so at 1.5 playback speed and I understand all of your dialog and understand everything you teach me, for what it's worth. Please keep up great content 🎉
I watch at 2x. He speaks clearly indeed.
Hey Eric. Thanks for the now years of entertainment and learning. I never miss an episode. Wishing you and the family and the shop a Happy Thanksgiving.
The safety box is a good reminder for all of us, thanks for the demo.
Your engine teardown is the highlight of my Saturday night. Thank you Eric. I've learned so much.
I know little about diesels but ì'ď got a Cummins. I’ve seen a million mile Ram with a Cummins. I know this isn’t the nořm but friends with them getting 300-500k miles speaks volumes.
Eric,
I enjoy watching your videos. I'm just a hobbyist wanting to learn how the new (post 1970's) crap works.
I have a 1966 Ford Galaxie with a 460 and a1979 ford F150. My friend just got a 1979 Bronco. It's currently a cold snowy morning in eastern Idaho,
and I'm looking forward to staying home for the long weekend.
To get to my point, I'm typically not interested in outdoor activities this time of year. After watching this video, though,
you've motivated me to reach out to my buddy to see if he wants to work on our trucks this weekend.
I just want to say thank you for that!
Bill Hewitt (R.I.P) at Powerstroke Specialties in Atlanta was the man.
Oh man, he died? Loved his vids
@@tim9817 It was about a year ago now. His channel has been kind of quiet, as in, there have not been as many uploads.
Ah shit he died? Man that's awful, I used to watch his videos as a 15 year old dreaming of owning a diesel one day. I hate that.
I knew within the first few frames of cargo straps that I was looking at a genius level life hack.
With a tune, these engines will be the fastest truck in the neighborhood... for about two weeks. Then it'll break. These engines make a ton of power on just a tune though.
I live in the mountains of Colorado and know several people who’ve had good experiences with the 6.0/6.4 powerstroke…but they ALL have been deleted/bulletproofed/properly maintained and tuned. The 6.4 sounds AMAZING and makes great power when properly deleted. Also can last a LONG time, but often that’s not the case.
I had a 2010 King Ranch. which I deleted and tuned. Ran great , excellent fuel economy when just running errands, Pulled my travel trailer with ease.
Unfortunately, it seems a lot of Ford owners' idea of tuning is dumping as much fuel as humanly possible so they can shit a bunch of soot on the car behind them. Glad there's still people who know how to tune a diesel out there
Is it really a good experience when owners of other diesel engines don’t have to do those things and still have a good experience with them. I mean it’s making it work but still.
@ same can be said for Cummins and DuraMax drivers.
They ALL run better and last longer when a guy pumps another $25k into the factory engine.....
On the top of the pistons, these should all be circular cavities. When you see the type of distortion that you showed, it usually means that the engine has been 'tuned' and is spraying extra fuel at the wrong time during the combustion cycle.
although I doubt that's what actually took this one out that WOULD have done it at some point in the future. I knew as soon as I saw the color and look of the oil that this engine was "tuned" lmao. It blows my mind that people refuse to correctly tune diesels, but would rather mega blast fuel into them and think that it makes more power.
I always thought the extra fuel was there to cool the overworked turbo...
@@chrisbrown3925 A richer than normal AFR can cool off a gasoline engine, but it will cause a diesel to overheat.
I worked for Navistar from 2003 until 2013 and I can tell you this... the 6.4 produced for the exempt and export market had absolutely ZERO emissions related systems on the engines or the vehicles they where installed in. Even though it was fundamentally the same engine as the engine with emissions, these exempt engines would all go on the lead long lives and nowhere and I mean nowhere near the problems as the engines that had emissions systems.
It was the emissions system, related computer programming, and obnoxiously hot exhaust temperatures that would kill these engines. Internal company code for this well know problem was called "thermal events" this mainly referred to the fact that these engines would often blow flames out of the exhaust.
I have a internal company phrase “thermal event” as well 😂😂😂. Not automotive , but same same !
I bought a new 2009 F250 with the 6.4. Drove it for only 50,000 miles. Traded it in on a 2015 F150 before I had any problems. It was however the most expensive truck I ever owned for maintenance. The person who bought it from the dealer had well over 25,000 in repairs. I dodged a bullet on that one. While I owned it, I was really impressed with how quick that truck was. Too bad they just didn't engineer it very well. I will never buy another Diesel.
Yeah, unless you absolutely need a diesel I would never buy one either. You need to have a good mechanic, or live by a diesel specialist shop who knows the weaknesses of the various engines and works with you to fix issues before they end up costing you downtime.
The emissions systems have basically ruined diesels in the US, especially if you live where you have to keep the systems intact.
Diesel is dead - move on folks....
I'm not a Cummins FAN BOY,But I've owned a 6.0 powerstroke, spent about 12k to BULLET PROOF it,and then bought a 6.7 Cummins, deleted it,and what a world of difference!!! Cummins ALL DAY,EVERDAY!!!
SO excited for this one. Been waiting for another PSD or Duramax
The erosion is from what is called cavitation. You can sometimes get it in pumps. When a poorly designed pump runs, it will create tiny little vacuum bubbles. When they burst, they will remove tiny bits of the housing or blade.
It's not necessarily a "poorly designed" pump. It's a pump operating outside its design parameters, such as worn-out coolant, low coolant level, or a failed pressure cap. Most EPA 2004 and newer Diesel engines have water pumps that are living on the edge of cavitation due dramatically increased cooling system demands from EGR systems and water-cooled turbochargers, among other things.
Uh oh! Extra crankcase ventilation! Malace in the combustion palace! Free the water pump! Blue! Break out the cardboard box, flying parts inbound! "It gonna be fine, like a Kia Soul 2 liter"!
ERIC'S ENGINE AEROBICS!
Finally a powerstroke. Now I would like to see a 6.7
We will see that, but not yet… not yet.
I just finished watching a 6.4 Powerstroke video from 2 years ago, so this is not his first one.
He’s done another 6.4 and has done the 6.0 and 7.3
@@mikeww7936 Maybe try the Powerstrokehelp channel?
wear pattern on top of pistons are due to injector pissing instead of atomizeing. When bad enough, ive seen them eat holes in the cylinder walls.
I'm not sure if you've ever done it before, but I'd love to see an episode where you broke down and engine shared the value as you pull off the parts. I know the possible sale price of parts doesn't mean they'll see quickly, if at all, but it would be super interesting!
Anyway, keep up the good work, love watching all your different types of videos!
Awesome, when I clicked the thumbs up button, it rolled over from 4.3k to 4.4k. There is something very satisfying about seeing those numbers roll over.
The only HD diesel engine I’ll ever own is an inline 6. I also have an LUZ and an LH7 and very much enjoyed those teardowns. Love the channel.
I’ll never forget when these things first came out, there was videos on the internet of them spitting flames out the exhaust. Idk why, big recall if i rememeber correctly
I remember that too! Was awesome! 🤣
I remember that! Crazy!
Overfuelling or something during a regen would cause it and was fixed with an ecm flash iirc
Ford in their infinite wisdom/cheapness decided that they didn't need to measure the oxidation catalyst outlet temperature to determine if the extra fuel being injected to regenerate the particulate filter was actually igniting. As a result, the ECM would blindly dump fuel into the exhaust, and if it didn't ignite, it filled the exhaust system with raw fuel. Then when it finally did light off, it could melt the catalyst and filter substrates, sending fireballs of molten exhaust system internals out the tailpipe.
@ ugh, of course they did. I remember seeing those trucks brand new in 08/09-right in the middle of the recession-and I rememeber being envious, bc those new super duty’s were beautiful, but then saw that video, and I’m like “meh, thought this motor was going to be better than the 6.0😬😬”
7.3 was the legend RIP to the 7.3
Cavitation Defined: Cavitation is the formation and accumulation of bubbles around a pump impeller. This tends to form in liquids of any viscosity as they are being transported through and around a pump system. When each of these tiny bubbles collapses or bursts, it creates a high energy shock wave inside the liquid.
When that 6.4 hit the market and for a handful of years after it left production, it was the engine to have. The compound turbos allowed these things to push 600-650hp to the wheels with the easy 3 mods of intake, exhaust, and a tune and they would hold that 600hp fairly reliably for awhile. Squeezing more out of them of course required significant investments in fuel delivery.
As for reliability they did fall to some of the same flaws as the 6.0, but an egr delete and coolant bypass filtering would solve the biggest issues, and those aren't expensive. The 6.7 is the obvious winner for best diesel from ford, followed by the 7.3. but I would still comfortably put this engine in the number 3 slot. They are a fuckin riot to drive and even more fun when they get all jacked up on Mtn. Dew.
My diesel shop doesn't even like working on 6.4's
They actually like the 6.0. all the flies are easily addressed. They said the 6.4 is impossible to address all the flaws.
Hot tunes kills the crap out of these.
H&S tuning = expensive repair bill
RepoNut on UA-cam had loads of fun with his 6.4L in his 2008 F550 tow truck. He tried a top-end rebuild, ended up needing a long block.
That fuel pattern says i had this thing turned up the moon with more timing than rolex. It burnt the edge off rhe combustion chambers in the pistons
Yep, some idiot running around thinking it's a race truck and indestructible.
Hi Eric, As well as cavitation, the pitting can also be helped by stray current leakage where the cooling system acts as an earth for some electrical components. This is becoming more common, Cheers, Bryce 🙂
Perfect saturday night !!
Thanks eric.
Yes I agree with you, that the Sat night is complete now.
As always, thanks for the Saturday night entertainment. I hope all of those in the USA have a Happy Thanksgiving.
I would love to have a high quality recording of one of these engines sending component parts to Valhalla... Possibly with owner screams in the background...
My 2 favorite trucks I’ve owned both had 6.4’s and my second one had 370k on it when I sold it and it’s still running around years later. Never ever had an issue on either. I do all my own work and maintenance and researched them top to bottom. Don’t use my experience as a decision to buy though 😂. High probably you won’t have the same luck.
It's not luck when an engine is maintained and not pushed with a tune. It's also not luck when an engine where those things are not done craters. These are cause and effect. No magical beings made these choices.
@@RowanHawkinsmine was tuned and driven very mildly but spirited sometimes too. The piston cracking, cavitation, lifter failures, k16 failures, melted pistons, rocker arm failure were hit and miss. No maintenance or driving style prevented it from happening. It just did or it didn’t deleting was a huge benefit for these engines though.
I like your advice. If you solve more problems than you create, you're doing good.
"you don't lobe to see that" bruh that killed me
This engine was ran on a race tune. That is why the pistons look like they do and there is a vent hole in the block.
Your proctective gear would work with a boxter engine as well
Someone should have saved the money they spent on a tuner and got a couple of oil changes.
I love how all the cavitation comments have slightly different explanations and add to the context.
2:24 "And this side is just starting to hatch." I love this channel.
The technical term for what causes pump cavitation is "insufficient net positive suction head". I know... it sounds dirty. When suction pressure at the pump inlet falls low enough to cause the water (or coolant) to flash into steam (not air) as it enters the pump, it causes erosion in the pump inlet, volute or impeller. It's characterized by a rattling sound (probably not audible in a Diesel) like there's rocks in the pump. Probably has something to do with the variable speed of the engine. Maybe a pump design flaw.
Great video as always Eric and thanks for sharing this with me and my family!🤓
He was running that diesel engine for all it’s worth. Putting an inspection porthole on the side of a diesel engine block is impressive! 👍🏻👍🏻
I was cursed to have maintained all 6.0 - 6.4 and 6.7 powerjokes ! Glad i dont have to deal with that crap again !
This is exactly why I put prolong engine treatment every oil change in my 6 liter power stroke 140,000 miles so far and still running great I also use prolong transmission treatment I think it is a great product 👍👍
Sounds like a salesman to me! 😂😂😂😂
@@22pcirish I always put the finest snake oil in my car. I actually have 150k miles and all it's needed is a wheel bearing! Engine is perfect thanks to the refined ultra pure snake oil.
@ Smoooooooooth! 😂😂😂😂
Another PowerJoke bites the dust. While I getg paid to work on em, I hate the hell out of em. Eric, even the "Corporate Engine" has weaknesses. Look at that printer's ink for oil!! The previous owner of that boat anchor deserved the bill to replace it. Pump housing wear caused by cavitation.
i bet that engine saw a spartan 300 tune those are high egts vaporizing the piston
It really is a good engine for the originally designed use and power levels. It was horribly let down when Ford told Navistar how much power they wanted with the newer emissions requirements and Navistar responded with "More boost and fuel pressure. It will be fine. No need to change anything else or test it."
It's really weird that people defend trash companies that screw over A LOT of people. Maybe you're trash too? Idk
The front cover issue is from cavitation. That cam driven pump is a high pressure CP3 common rail FUEL PUMP. Not an HPOP lol like the 6.0 and 7.3
"I don't always remove parts, but when I do, I prefer blue."
👍
The problem is that the 6.4l is a weak bottom end! I will say specifically the problem is the connecting rods are the weakest link on them. They either tune them and with lack of maintenance it just grenades every time. The regeneration mode on those motors doesn't help with the extreme heat that they are dealing with on top of the tuning. I know people who have these trucks and no tuning plus 4k oil change they are running strong at over 450-500,000 miles on their trucks. All in the money 💰 investment to tune them. Got to upgrade the engine and internal stuff if you tune them. If not the only result is what you see here. Great evening to you and your family Eric
I have a theory that engines have a certain amount of life and when you tune them for more, you are trading life for performance. This is their choice, but they shouldn't whine when their choices have the expected results.
PowerStrokeHelp on UA-cam had a pretty good bulletproofing program for the 6.4L. Bill Hewitt (RIP) always talked about them in the most colorful language.
@@bigdogweigand I consider that channel to be a must watch for anybody who wants to know more about diesels. Even if one is not a Powerstroke owner, his explanations about diesels are important.
Nice job, Eric.
Nice video Eric, love your comments and style of stripping that typical P.O.S ford.
I worked at an International dealer man let me tell you how many maxforce 7’s I saw. The outcome was always the same longblock or full swing they’re terrible especially when left alone with emissions intact.
16:00 ,it's made from the finest Chinesium available
The water pump housing damage is cavitation from the water sheering between the impeller and the casting. It's why it's so much worse on the housing where it can't rotate, versus the impeller where the damage can be spread out along all the impeller vanes as they go past that one spot. You'd have to re-design the impeller and housing to try and solve that. Similar kind of damage happens to boat props.
Metal parts kept in motion by Fire, Of course we love all of them...
I have always wanted to love the 6.4l since i discovered it existed but i find it hard to do that without completely rebuilding everything and going oversize on intake in the block
Though I miss safety tote, it was nice to see safety box.
5:19 That erosion is caused by cavitation. Essentially the suction is so high, the water boils from negative pressure.
That’s for another Saturday night tear down!
Eric, please try to get one of each of these engines. I would love to see you tear down a 2.4 SRT4 that came in the 2003 Chrysler PT Cruiser GT with the aluminum intake. If you can get your hands on one. Also the 1.8 that is in the 2016 Chevy Sonic. Great video as usual.
I'll be honest. I LOVE my RX-8 and the Renesis engine. Yes it takes at least one cigarette to warm it up before I put it in gear. And having to worry about Apex seals is something that enters my mind, but going around a corner in 3rd gear at 8,000 RPM is something that I haven't been able to replicate in any other car.
Eric, for the love of God buy a slide hammer kit with an adapter that allows you to put vice grips on the end. No more stubborn stuck dipsticks with that tool. We use them to remove injectors ( with a special gripper tool) on some engines when the OEM removal tools don't work
The timing cover erodes due the high flow of coolant being pulled in. The 6.0 and 6.4 do this and there is a guy in NJ that makes custom timing covers for both engines from stainless steel.
I was wondering if the aftermarket had a solution. Sounds pricey. 💸💸💸
@sharkinstx it is, but the guy who had it done says he never had another issue. I will get some more info of the supplier and reply again.
Howdy and ANOTHER Great vid,first I can't imagine the sound of that carnage when that let lose! I cringe at fingernails on a chalkboard, second you beat me to it when you removed the cam,I said don't nick a bearing and then you....
I wish you could spend 5 minutes to blw any loose debris off and vacuum out a water in the intake manifold . Kept up the great work .
Dude,I
love your videos
Keep up the good work
5:26 - Yeah, that's turbulence erosion maybe with a bit of cavitation to help it along. (If it was purely cavitation, I'd expect it to be over a larger area.)
Im sure this was silent, or the loudest thing i have ever heard !! these moments is why I watch