I'll explain this further after we've had a chance to sit down and discuss it. Don't worry, not gonna leave you dudes hanging.

 

I hope this all works out well for you. They really stuck you between a rock & hard place.

 

Thanks for the reply, FXDS1340.

I’ve looped in a customer service manager for your region. Your CSM will review your case, and will be in contact with you via phone.

Have a great day!

Tricia

 

Thank you Tricia! Fortunately this may all be worked out in the end, as the GM is a very nice guy and eager to make this situation right. I still want to speak with the service manager for my region though. All the help and support in this tough situation is greatly appreciated.

 

If this is the GM from the place that did the work hopefully his first order of business was to fire the clowns he has working for him. Meaning the manager who laughed at you.

 

Looking forward to seeing what the resolution is.

 

You’re very welcome, FXDS1340!

Please confirm the name of your dealer. This is to make sure the correct customer service manager is assigned to your case.

Tricia

 

Tricia, thanks again! The lady called me this morning and everything was confirmed with her. A solution is still in the works. Hopefully I'll have some news Tuesday afternoon. The truck is on a lift right now with the oil pan off.

 

I hope they at least pull the pan and removed the crank for inspection. Let you personally have a look and take pictures and measurements.

Put in new bearings.

 

I'd be more worried about the cam bearings. The older modular engines didn't use cam bearings, the journals rode directly on machined surfaces on the head. I've read that the first damage to occur is typically the head where the cam journals ride.

I'd say let them pull the pan and inspect for damage. If there's any damage they owe you an engine.

 

That is true though, because that gets oil last, and it's not a lot of oil to begin with. Ever pulled the valve covers off an overhead cam engine? Hell, even the rocker boxes/valve covers on a pushrod engine with just rocker arms up there.... not a lot of oil to begin with. Even if the valves are sealing fine it doesn't mean the guides/seals aren't worn all to hell.

We're not out of the clear yet, but it has been made apparent I'm getting my equity back, whether it's in the form of a check, or a new truck with my equity put into it and as much discounted as possible, and you know what that means. We'll see what happens Tuesday. I don't want a stupid warranty... useless paper and I don't want the truck anymore either.

My loaner truck is a 2016 F-150 XLT Texas Edition with the Eco-Boost 6. Man what a fun engine... that is the engine that should be in the F-250, not the 6.2. Almost feel like I'm in the wind on my old evo HD when I'm in the eco boost... that snappy break your neck throttle response.

 

Sounds like they're going to make the situation right, and I'm glad to hear it. If it happened to mine I'd be happy with a new engine.

Yup, completely agree with that. I have a 6.2L F350 I drive at work, and the EB really puts it to shame. Of course it's moving a ton less weight, but it definitely has the low-end torque advantage. I'd love to see an EcoBoost HD in the next gen Super Duties!

Aaaah, but I digress....

 

If only we could be the ones pulling the strings at Ford.

 

Looked at the rod caps and the crank journals on my truck. Apparently they dont use babbitt anymore, but the rod caps and stuff are coated with chrome, or something. Very smooth. The caps look fine but the crank journals do show a little bit of damage. Doesnt really matter to me either way because I'm not leaving with the truck, but damage did occur. I just apparently caught it before it did a serious melt down.

 

at this moment ... there has been 3,764 readings of this thread...

Ford has to know some P.R. is at risk .. if not done fairly.

best of luck...

and YES .. replaceable bearings is now OLD SCHOOL.. and not used in todays market.