I did awhile back from another post, which was glow plug related. Ford Doctor explained that video in the link I provided earlier.

https://www.ford-trucks.com/forums/1...l#post15239705

 

The repair is certainly painful and it has been happening. I have joined in on posts in the past being mad about these cases but when you think about it, it isn't a major news worthy issue. It is major to each owner because it costs nearly as much as an entire XL 6.2L just for the engine.

 

I thank you and Thom12 for weighing in on this matter. I remember that you both had ordered your trucks about the same time as I had mine and your thoughts have helped me in my deliberations.

From this discussion, it appears that a small, undetermined number of the 6.7 L engines have experienced catastrophic problems resulting from head/valve problems. Moreover, there are a good number of us early build owners that have not experienced any significant problems and would like to keep our trucks but are weighing strategies that would give us some peace of mind. The strategy of avoiding a potential problem by buying a new truck and trading in our 2011s does not work well for us.

One course of action is to purchase/own an insurance product that would cover the cost of a potential failure of the engine. Another suggested by golfgooroo involves replacement of the head/valve assembly. From what I can find on the Ford parts site, a pair of heads for the 2011 6.7 will cost about $1300. Labor (yours or a pro's) might bring that cost to about double (the true cost might be much higher - would this be a cab off procedure?). The insurance product mentioned by you is about in the same price range as head replacement. Both strategies are significantly less costly than a new engine if you want to keep your truck.

But we might be fine doing nothing as the prospect of catastrophic failure of the engine does not appear to be inevitable, but it is certainly a risk.

 

Great post. That's why I like discussing things here because this isn't something we'll always be able to learn at the dealership.
I wouldn't expect the Ford ESP Diesel Care basic extended warranty to cover the entire cost of an engine failure but it would certainly be better than some of the price tags mentioned even with the up front cost. I know the diesel care plus warranty covers it (available before 36k) because ruschejj's engine went at I think 120,000 miles (ish) and it was a warranty repair.

The risk is certainly worth knowing about but there have been a lot of 6.7L's produced (500,000 by Sept. 2013). Even a 0.5% failure by that time would be 2500 engines and we would have been seeing more owners reach out to forums on this issue at those numbers. That would be high numbers but what percentage is considered significant?

 

My Statistics Professor in college maintains that 87.8% of all statistics are made-up on the spot...
But...
I do believe that the total number of failures would have to be pretty low in comparison to the total number of engines in that first run. Although - when you think about it - Ford did make a change during the first year of production and in subsequent years. We believe that change was to address failures rather than for increased power or economy etc.
So my presumption is that Ford has admitted a problem with those early engines but has not taken their responsibility beyond that of the initial warranty period.
---
How many people have had the failure only to be told that they are not covered? I don't believe Ford is required to do any reporting of out-of-warranty failures but I don't know that as fact. Most of the world is internet comnected in some way or another, but how many Ford Super Duty owners hang out in forums or find forums like this in their time of need?
---
I stated earlier that I won't own this current truck beyond any warranty coverage.
Why?
Because the risk is too great in my opinion.
Even though I was trained as a Diesel Mechanic back in the early 70's, these engines today share very little in common with diesel engines of yesterday. They are far more complex and as you add complexity, you add risk of failure.
The risks I would need to accept are some of what you're reading about in the pages of this thread (expense and inconvenience) in addition to the potential of putting yourself, friends, family in danger as a result of the failure as alluded to by another poster here.
---
So what would Randy do if he was to decide to carry his early 2011 all the way to the grave somewhere around the 300k mark?
I would buy the new heads (which are a bargain at the prices I have seen here) and install them..
I recall reading in this forum or maybe over on Powerstroke Army that removal of the heads is a cab-off job for a Ford dealer, but perhaps there is someone here or on the other forum that has proven otherwise. If it requires cab-off, you'd need a lift to accomodate that.
---
To the OP, I think you do have options, but they are all expensive. In your shoes, I would find a used engine, swap it and then either drive it or trade the truck in... Your next truck will likely carry extended warranty...

 

For what it's worth, there is NOTHING on these trucks that absolutely requires the cab to be removed. I used to pay for the service manual, and there is a cab-on procedure for everything including complete engine replacement.

Dealers will typically choose to remove the cab because it's faster and easier than the cab-on procedure in many situations. I believe it's only a few hours labor to remove the cab, so it's nowhere near the lion's share of the required labor.

 

The cost of the 2015 heads is confirmed at $750 with a $250 core EACH. The trick is that the two powerstroke shops I talked to yesterday said it can be done, but they didn't necessarily think that it had to be done. And that the labor involved is not as simple as doubling the parts cost. They both acknowledged it was quite a bit of work.

I plan to delete to reduce the heat at the regen since that has been labeled as a potential culprit of the 2 piece valve failure, look for a warranty out there (not real confident i'll find one), and potentially due a valve job down the road.

Rolling the dice a bit, but I still would like to have a better feel on the number of job1's manufactured and the number of failures to know if it's 1 in 5 or 1 in 5000. Obviously a big difference there.

Fingers crossed!

 

The cylinder head 3D is kinda cool. You can look at if from any angle. I think you need adobe 8 or higher.

I am sure it is WAY LESS than 1 in 5000

 

Sorry, it will not let me post the 3D, says the file is too big.

 

For what it's worth, kper states correctly that the ford esp premium care diesel did in fact cover my drivetrain out to 200,000 miles without incident.
At 122,000 miles,
New long block
Complete exhaust system (original destroyed by engine shrapnel/fluids)
Radiators
Turbo

Then at approx 140,000
New turbo

The new long block was a new (not re manufactured) 2012 engine.

My cost out of pocket was $0.00

I think we did pay for two new batteries. This was in 10/12, I got the truck in 07/10. We purchase the ford extended warranty before we even take the keys. The new ford esp has more limits added to it now than it did back in 2010 but it's still possible to be covered out to 200k but they have added a time limit now, I don't remember what it is.

It was done with the cab off in Ocala, Fl. The tech did an outstanding job and actually re connected all my air lines/compressor system better than I had done previously.

 

If this TSB were applied to all 2011s where the owners are worried about their valves, doesn't this replace the troubled valves with the new style ones?

Link to old thread

Although I had this regen issue on my 2011, my dealer never recreated the issue. Without questions, they simply applied the TSB. If I were worried and this was a free correction to ease my mind, I would talk to my dealer.

Remove the left hand cylinder head. Refer to Workshop Manual (WSM), Section 303-01.
Replace all eight (8) exhaust valves and valve seals.

 

TSB 13-05-09 supersedes to TSB 13-9-15 which is an entire different and unrelated issue concerning the exhaust valves themselves in the left cylinder head. The topic being discussed concerns the exhaust valve seats in either cylinder head. Not the valves themselves. Also, TSB 13-9-15 covers 2011-2013 model year trucks. The valve seat concern affected early 2011 trucks only.

 

So question to all: I'm looking at a used 2011 F250 6.7L. It has around 83,000 miles.. obviously out of warranty. The "manufactured date" on the VIN sticker in the door jamb says 04/2011. Is this valve failure something I should be concerned with, or does this truck have the new heads that eliminates this problem?

 

Hi JRD, welcome to FTE!

You certainly are under warranty unless yours happened to be voided somehow. These trucks come from the factory with a 5-year, 100,000 mile engine warranty.

The way I read the TSB, engines built on or before 3/29/2011 could be susceptible to this problem. If your truck was assembled in April, I think it's likely your engine was made in March or February. So I think this could be a concern for you in the future as you exceed 100,000 miles. I don't know how common of an issue this is though, I don't know of any accurate statistics on the matter.

 

I just got a copy of the Oasis report. It doesn't show any repairs, except for the "14E03" recall that was just performed by the selling dealer on 02/13/15.

The "Warranty Start Date" was 02/25/2012, an the "Build Date" was 04/25/2011.

Does anyone have info on the factory warranty? A quick google search doesn't show anything about a 5-year 100,000 mile engine warranty. Where is this info at? Is this something at was extended on later? I'm not even seeing it in the owners manual.. I'm really hopeful that it has the warranty!

Thanks!