Very interesting, this theory makes a lot of sense. Leak at the tensioner would reduce pressure in the entire circuit, potentially starving the valvetrain of oil.

 

And if you look at the first tensioner picture, you can see where the bead of sealant is not continuous - the end of it is rounded, not torn like it ripped when being removed.

 

I guess I'll pipe in here again. From my standpoint, I was a very particular engine maintenance 6.8 owner. I had numerous Blackstone oil analysis' done throughout the life of my first engine. I did run it hard, especially during the summers hauling my 31' Airstream with the bed hauling my crap. Most of the time my truck GW was 8100 and went up to 8700 when I added the Transfer Flow tank at 47 gallons. When the ticking first started, I wasn't hauling anything. In fact, when I first heard it, it was about due for an oil change (3800 miles). After the oil change, the noise got worse, so I chaecked the level and it was good. My mistake is that I didn't do an oil analysis at that oil change. I just spaced it out. After adding oil honey, it still was noisy. Took it to a Ford dealer, and the rest is history. I mean, 140,000 miles isn't bad, but not so good either. I mean, you figure those poor soles with 6.0 leakers and how much money they go through, it's still ok. I am really pleased with the Ford crate engine and really feel it is more powerful than the old engine. Three years no mileage limit warranty for $7500 doesn't seem that bad and I am assuming that an individual re-built the engine vs some robot so the specs should be better. There isn't another engine on the market today that gives me the gas power that my 6.8 gives me and I am still a fan.

 

Subscribed...
I don't even HAVE a v-10 but this is an interesting read
(Sorry to the OP probably not interesting if it's your problems )

 

Hey, Fleetguy. I am employed with very large OEM that manufactures Powertrain components for Ford, Mercury Marine, GM, Chrysler,and Fiat. Specifically, engine bearings(main and rod -- including cam shaft bearings) and transmission bushings. Could this be related to the Bimetal Bearings used in your motor? And I would like to inquire as to the condition of the main bearings and rod bearings of your motors with your 2013 v10 motors. And if possible, can you provide me with a picture of the stamp on the Lip side, and the stamp on the Plain of one of the bearings? I know that my facility manufactures bearings, as far as Ford goes, for the F150, F250, F350, F450, F550, Escape, and Explorer. That doesn't necessary mean my facility manufactured the bearings in your motor, as we do have one "worthy" competitor. If my facility manufactured your bearings(this only applies to Ford and Mercury Marine), the stamp on the Lip side should display the facility initials, with a month, and date(for example, 9 13) with the 9 indicating September, and the 13 indicating 2013; the Plain side should have a letter(A - First Shift, B- Second Shift, or C- Third Shift) followed by 3 numbers(which will tell me, IF we manufactured it, what press die was used, and which Forming Core was used, and what alloy of aluminum was used to be bonded when bonded with steel during the bonding process). We used a different aluminum alloy for Ford during the year of 2013 and 2014, before Ford had us switch to another different alloy. And we've observed scattered reports of high volume failures in some of these v10 motors from these years, and are doing some investigating on our own to see if possibly this could be bearing related.

 

A hearty welcome to FTE, BearingMan. Thanks for your efforts to try and help the OP!

 

All of my failures have been Top End so far. no issues with the crank bearings. I think only a handful have even pulled the pan. The main failure we are noticing is #4 and/or #5 follower rollers are failing... These are high idle time units. What type of failures are you seeing? also, EVERY one that has failed have had leaking timing chain tensioners. Once again though, this issue it not nearly as prevalent in our 2011's.

Thanks.

 

Here are two more from today. January 7th, 2016

 

I talked to a guy today and he has gone through two engines on the same truck... Both at 85k miles. He is on his 3rd engine. He is now trying to sell the truck. His is a 2010 F350 Lariat crew cab. He is trying to sell if for $14k!

I pulled my tensioners on my 2v and they have no such gasket. Sounds like they changed the design? Mine bolted directly to the block with no gasket.

 

my 2011's are not seeing the same issue... Just my 13's. I did notice that all of the New engines in the last 3 months that I have done all say the new 2016 oil ispec is 5w/30

 

This is interesting.

 

I see a few interesting things there. Are you referring to the 2,000 mile part, or the 5w30 oil?

 

I'm curious about their oil change comment .... I get the feeling that they are taking a blatant CYA approach.


the owner's manual clearly states that for your application the Oil Change Interval is 5,000 miles


Not sure if the picture will show up or not, but I think that they are trying to make the next one "your fault"


I don't see this being a 5w20 vs 5w30 problem, though. I think either is fine, but it is true that the new spec is 5w30. I doubt they will back-spec the all the v10's to 5w30.

 

The funny thing is... Still nothing about the 200 hour service like I was told would be in there... I have only been dealing with this issue for over a year now.

Thanks for posting the new one... I just downloaded it as well.

 

I don't see why they wouldn't if it was worthwhile. They back-spec'd all the modular engines around 2000 when they changed to 5w20.