Front cover and pump damaged. What does the bottom end look like after lifter failure?? Does it destroy the crank too???

 

Some have just done a lifter / cam / cover / pump replace and said they have been fine. But it all depends on how long it ran before shutdown and where debris got distributed. Sometimes it a whole rebuilt motor.

BTW, which lifter?

 

its on #3 cylinder .The lobe closer to front of engine. I sent head out so i don't know if its exhaust or intake.

 

Interesting. I thought it was usually the 5 or 7 cyls that experienced this failure.

 

I guess not . I read it has nothing to do with lubrication because the rollers are only splash lubed. Must be fatigue pushing on 2 valves. motor has over 300 on it.

 

Are they original heads from birth?

 

Subscribed.....

 

I've read about 3 before, 8 as well.

I've raised this before.

Its usually the latter cylinders on this motor. It's the 6.0 and 6.4 that sees this lifters roller break down, despite the lifter being used in many motors for a long time with a lower failure rate. This motor has a very low hot idle pressure, just when there is the least flinging action by rotation speed. And these injectors tear down any viscosity oil modifiers very well by 3,000 miles in service, leaving the oil at the base viscosity.

For lifter health I think choosing the oil on its base viscosity where it breaks down to is a good plan, and I wish a good 30wt diesel synthetic was available.

 

Jack, What are you seeing for idle oil pressure hot? Mine runs 30-35 psi on new oil and drops to 25-30 psi after 3500-4000 mi. on 15w40. With 5w40 I see 5 lbs less.

 

If the thought is oil viscosity as a contributor, just remember that not all 5W40's shear at the same rate. Also, the swash plate HPOP might shear oil at a different rate than the piston style.

 

AGGGGGGGGGGH !!!!!!

Using my iPad and switching tabs I lost a long post, AGAIN.

Unfortunately, the only time I monitored my own oil pressure was for one day when trying to figure out if I had a wonky Isspro gauge or bad fuel pressure. So the majority of my opinion is based on observing what people like you who were smart to install an oil pressure gauge. I don't know why I didn't on this truck. I've always installed oil pressure gauges on the vehicle I drove before, Mustangs, E-Vans, Rangers ....

There have been a good number of vehicles for many years the had used this lifter, but it's only the 6.0L and 6.4L that have had a good failure rate of lifters, the motors where each lifter compresses a pair of valve springs. So it's a high load situation, relying on splash lubrication, and with lower oil pressure at idle, the time with the least amount of oil flinging velocity where I'm thinking is problematic. Nav set the oil warning sensor at I believe 7psi, so they were OK with really low psi lubing the crank and cam bearing surfaces.

It's not a high failure rate, certainly less then the HG, cooler, FICM issues we have. But if I remember correctly, Ford used to get real hyper anytime warranty crossed 3%, 3.5% and you got a full blown engineering event. The lifter situation is clearly no where close to that kind of rate.And I acknowledge maybe I'm overly sensitive about this since I've got a lot of iron holding down my driveway with a bad lifter. But I'm putting lifters on the list with other 6.0L marginal design issues: Coolant choice; Head bolts; Inductive Flashes; Battery Cabling.

From what I observed in general those with low winter viscosity oil and oil pressure gauges have seen hot idle pressures in the 15-20psi range after the oil viscosity modifiers have been sheared post 3,000mi. Well above the 7psi dash warning. But it's possible for for the oil to have been just above that threshold without people knowing it. In June Mark participated in a thread over at PSN where the OP had a zero pressure situation. While he was freaked, many thought the problem was the oil pressure sensor, a more common issue for that situation. It turned out to be a damaged oil filter valve, so he really did have low pressure at idle. So I'm speculating we can have situations where pressure could be lower then 20-25psi and just not know it.

And I'm speculating that maybe it would be prudent to look more closely at the remaining sheared viscosity if we are desiring low winter viscosity oil. I wish we had a good synthetic straight 30w diesel oil, as I might be inclined to use that. For the past 10k I've been running one of the oils Mark has noted be good, Delvac 1 ESP 15w-40 for it's higher sheared viscosity. It wouldn't have helped my lifter as it's a sealing failure, not a bearing failure.

 

Where's the best place to tap in an oil pressure sensor. I have one spot left on my docking station.

 

If I remember correctly, somewhere out there is a tee tap off the sensor port, another is how I did for one day, off my aluminum cap with its pipe thread port, and another I've seen is to replace the test port in the front of the motor.

 

I put mine in where the oem sender was.

The lowest pressure I have seen on my motor was 15 psi on 4000 mile Mobile 1 TDT, I have not used it since. I am currently running 15w40 Delvac 1300 but not over 5000 mi oci

 

I'm going out on a limb here for the sake of conversation and say this: Are the lifter issues with the 6.0/6.4 due to low oil pressure?/oil shear? or oil related at all? which I've yet to see anyone post a really low oil pressure (15lbs at idle isn't really that low in my opinion) or are they oil related at all? or are the failures due to metal fatigue? due to pushing two valve springs at once? Anyone done a scientific study yet? lol