Is the 6.7L a "Simple Engine"??
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Posting Guru
Joined: Jul 2011
Posts: 1,412
Likes: 1
From: Corpus Christi, TX
Is the 6.7L a "Simple Engine"??
I ask this question to those of you that are "VERY" mechanically inclined. Those of you who tear down engines and know how to diagnose every little thing about a automobile engine.
I've done my share of wrenching in the past. I've worked on classics from GTOs to old Chargers, Road Runners, and a 69 Grand Prix my father had. I've torn apart my old 1994 Nissan 300ZX TT engine when I was in high school. I've removed and replaced axles and oil pans and heads and added headers and other performance parts to past vehicles.
When I pop the hood of this truck, I'm always blown away by how much gear is stuffed under the hood. I can recognize about 20% of what I see and everything else is Greek (or more like Aramaic) to me.
Are their mechanics out there that look at the 6.7 Powerstroke and go "WOW that's a simple engine to work on"... Or is pretty much everyone shocked by the complexity of the design and engineering?
I say this, because I, like many of you, have probably worked on an old Chevy 350 or Ford 5.0 and have found it pretty simple. Even earlier GM Diesels weren't a major challenge to work on.
I've done my share of wrenching in the past. I've worked on classics from GTOs to old Chargers, Road Runners, and a 69 Grand Prix my father had. I've torn apart my old 1994 Nissan 300ZX TT engine when I was in high school. I've removed and replaced axles and oil pans and heads and added headers and other performance parts to past vehicles.
When I pop the hood of this truck, I'm always blown away by how much gear is stuffed under the hood. I can recognize about 20% of what I see and everything else is Greek (or more like Aramaic) to me.
Are their mechanics out there that look at the 6.7 Powerstroke and go "WOW that's a simple engine to work on"... Or is pretty much everyone shocked by the complexity of the design and engineering?
I say this, because I, like many of you, have probably worked on an old Chevy 350 or Ford 5.0 and have found it pretty simple. Even earlier GM Diesels weren't a major challenge to work on.
Cargo Master
Joined: Sep 2007
Posts: 2,470
Likes: 535
From: Chandler, AZ
The engine itself is isn't really more complicated than other direct injection turbo diesels. It's all the electronics, emissions, coolers, and support equipment that fill up every nook and cranny in the engine bay. Many systems have a feedback loop (actuator and sensor) so the motor can sense what its doing to itself and adjust for operating conditions.
Posting Guru
Joined: Apr 2006
Posts: 2,216
Likes: 7
I am a mechanic. And when I popped the hood of my 2015 I thought "maybe I'm to old to be working on my own trucks anymore".
It looks like a nightmare.
But I thought the same of my new BMW GS a few years ago. And I work on that. Life goes on.
It looks like a nightmare.
But I thought the same of my new BMW GS a few years ago. And I work on that. Life goes on.
New User
Joined: Jun 2015
Posts: 9
Likes: 0
From: San Antonio
Same in all fields
When I started the JT-9 made 45,000 lbs thrust now the GE -115 make almost 125,000 lbs thrust 1/2 the fuel and almost 0 smoke. But can't find the engine under all the electronics that control it. Not sure if it's called progress or old age??
Dave
Dave
Posting Guru
Joined: Apr 2006
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There is a guy called dieselnick or something like that on the diesel stop forums.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
Lead Driver
Joined: Sep 2006
Posts: 5,665
Likes: 164
From: Cartersville, Ga
Deepest I have gone on a 6.7 is an exhaust manifold swap. Turbo had to come out. I have worked on 7.3s, 6.0s and 6.4s. I find the layout of the 6.7 to be better than that of the 6.0 and 6.4. Once the plastic upper intake comes off, it's wide open in my opinion. Also, an EGR delete really cleans the engine bay up nice.
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Freshman User
Joined: Aug 2014
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There is a guy called dieselnick or something like that on the diesel stop forums.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
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Prolocutor
Joined: Jan 2009
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From: Western MA
There is a guy called dieselnick or something like that on the diesel stop forums.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
Hotshot
Joined: Nov 2013
Posts: 10,107
Likes: 96
From: Hempstead, TX
There is a guy called dieselnick or something like that on the diesel stop forums.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
He says he has seen massive amounts of crankshaft, bearing and rod failures. Cranks are snapping in half on a regular basis. Front crankcase cover are busting, heads are cracking, injectors are flying out, valves are hitting the pistons.
He says the flood gates are wide open now and Ford lots are filling with busted unservicable trucks. Soon there will be massive recalls for this dangerous engine.
He also advises nobody should ever own such a thing.
One would think with these well known and documented problems, Ford sales would tank, and they would wake up and go back to International! OMG! Is that a chunk of sky I see coming down?
Posting Guru
Joined: Apr 2006
Posts: 2,216
Likes: 7
Anyway the dealer has a sea of them in the lot now. There is absolutely nothing sound about the 6.7.
When I see a crank that has the mass of the average 80 hp. Diesel, it's a problem. Cranks are snapping, no surprise. This lightweight crank will want to spin up faster, a partial byproduct of the horsepower wars directed at 20yr to 40 yr. old market segment.
I see a main and rod bearings with no locking tang, it is a problem. The 6.7 is spinning bearings.
The spindly connecting rods have seemed to hold up well. I was a bit off on the outcome of using a rod that size.
Turbo issues on the early boys was an easy fix but this major stuff is not.
The point is the the catastrophic failures are piling up. We are well beyond whether or not the 6.7 has inherent problems are now manifesting themselves, they do and are.
Bottom line is, somewhere between CAD, the manufacturing in China and the installation in Mexico, there is a very real problem, that is sometimes occurring.
The only time I have used the word mass, is when I have stated the 6.7 crank is lacking enough mass for that engine and there are cranks snapping.
hose of you going through this horrible process of having valves stick and have pistons slam into them and then go through down time while your truck gets eviserated and if for some reason you don't think you should have to take it any more, check your state's lemon law. Get all of your money back. Ide go further but that's me.
This cracking and temporarily seizing valves in their guides is occurring during regeneration process creating heat the valves just cannot handle, just rolling down the road.
It was a gamble setting it up that way to avoid the expense of components, a 9th injector creating the nessasary heat away from the combustion chamber.
And please, anybody attempting a ream, that's fine as frog's hair and all but you better had do it right OR you will create a high end skip/ shake that will be there constantly. The valve will try cocking to the side and not seal properly at mid to high rpms, if you take to much off the guide walls.
It is a pretty fine line opening it up enough to allow for thermal expansion and a normal amount of stem film and not creating a guide that will create the condition that I just mentioned above.
Keep researching and if you can swing the possibilities along with definites like your turbo a WILL blow and it will send trash into your motor go ahead.
I'm not saying you will go thru the wringer but you had better be prepared to. Oh, this boy can leave you stranded.
And on and on it goes....
Makes me think we all got hornswoggled!
